Propulsion and control for a magnetically lifted vehicle

ABSTRACT

Electromechanical systems using magnetic fields to induce eddy currents and generate lift are described. Magnet configurations which can be employed in the systems are illustrated. The magnet configuration can be used to generate lift and/or thrust. Lift and thrust predictions for various magnet configurations are provided. Arrangements of hover engines, which can employ the magnet configurations, and an associated guidance, navigation and control system, are described. Finally, a number of different applications, such as trains, elevators and printing, which utilize embodiments of the electromechanical systems described herein, are presented.

CROSS-REFERENCE TO RELATED APPLICATIONS

This patent application claims priority under 35 U.S.C. §119(e) to U.S.Provisional Patent Application No. 62/066,891, filed Oct. 21, 2014,entitled “Hoverboard,” by Henderson et al, which is incorporated byreference in its entirety for all purposes herein. This patentapplication claims priority under 35 U.S.C. §119(e) to United StatesProvisional Patent Application No. 62/011,011, filed Jun. 11, 2014,entitled “Applications of Magnet Arrangements having a One-sidedMagnetic Flux Distribution,” by Henderson et al, which is incorporatedby reference in its entirety for all purposes herein. This patentapplication claims priority under 35 U.S.C. §119(e) to United StatesProvisional Patent Application No. 62/031,756, filed Jul. 31, 2014,entitled “Propulsion and Control for a Magnetically Lifted Vehicle,” byHenderson et al, which is incorporated by reference in its entirety forall purposes herein. This application claims priority under 35 U.S.C.§120 and is a continuation-in-part of U.S. patent application Ser. Nos.14/639,045 and 14/639,047, each titled “Hoverboard” and each filed Mar.4, 2015, by Henderson et al., each of which are incorporated byreferences and for all purposes. U.S. patent application Ser. Nos.14/639,045 and 14/639,047, each claim priority to U.S. ProvisionalApplications 61/977,045, 62/066,891, 62/011,011 and 62/031,756 and eachclaim priority to and are a continuations in part of U.S. patentapplication Ser. No. 14/069,359, entitled “Magnetic Levitation of aStationary or Moving Object,” filed Oct. 31, 2013, by Henderson, whichclaims priority under 35 U.S.C. §119(e) to U.S. Provisional PatentApplication Ser. No. 61/799,695, entitled “Stationary MagneticLevitation” by Henderson, filed Mar. 15, 2013 each of which areincorporated by reference in their entirety and for all purposes

FIELD OF THE INVENTION

This invention generally relates to electromagnetic levitation systems,and more particularly to devices, which employ electromagneticlevitation.

BACKGROUND

It is well known that two permanent magnets will attract or repulse oneanother at close distances depending on how the poles of the magnets arealigned. When aligned with the gravitational force vector, magneticrepulsion can be used to counteract gravity and lift an object. For thepurposes of lifting an object and then moving it from one location toanother location, magnetic repulsion is either unstable or too stable.In particular, opposing magnets can either be aligned such that theobject remains in place but then can't be easily be moved to anotherlocation or the magnets can be aligned such that the object is easilymoveable but won't remain in place but not both.

Another magnetic repulsion effect is associated with generating a movingmagnetic field near a conductive object. When a permanent magnet ismoved near a conductive object, such as a metal object, eddy currentsare established in the conductive object, which generate an opposingmagnetic field. For example, when a permanent magnet is dropped througha copper pipe, an opposing magnetic field is generated whichsignificantly slows the magnet as compared to a non-magnetic objectdropped through the pipe. As another example, in some types of electricmotors, current is supplied to coils which interact with magnets to movethe magnets. The moving magnets interact with the coils to induce eddycurrents in the coils which oppose the flow of current supplied to thecoils.

Magnetic forces including magnetic lift are of interest in mechanicalsystems to potentially orientate and move objects relative to oneanother while limiting the physical contact between the objects. Onemethod of generating magnetic lift involves an electromagneticinteraction between moving magnetic fields and induced eddy currents.This approach, using eddy currents, is relatively undeveloped. In viewof the above, new methods and apparatus for generating magnetic liftusing eddy currents are needed.

SUMMARY

Electromechanical systems using magnetic fields to induce eddy currentsin a conductive substrate and generate lift are described. Inparticular, hover engines are described which rotate a configuration ofmagnets to induce eddy currents in a conductive substrate where theinteraction between the magnets and the induced eddy currents are usedto generate lift forces and/or propulsive forces. In one embodiment, togenerate propulsive forces, mechanisms are provided which allow anorientation of the configuration of magnets relative to the conductivesubstrate. The mechanisms enable control of a direction and a magnitudeof the propulsive forces.

A vehicle can include a guidance, navigation and control (GNC) system.The GNC system is configured to determine an orientation, position andvelocity of a vehicle as a function of time. Based upon thisinformation, the GNC system is configured to generate a guidancesolution and implement the guidance solution. The implementation of theguidance solution can include controlling an orientation of the hoverengines on a vehicle as a function of time.

In one embodiment, a vehicle with hover capabilities is provided. Thevehicle can be generally characterized as including four hover engines,one or more speed controllers, a chassis, four actuators coupled to eachof the four hover engines, a GNC system, an inertial measurement unit(IMU) and an on-board electric power source. The four hover engines, thefour actuators, one or more speed controllers, the GNC system, the IMUand the on-board electric power source can be coupled to and enclosedwithin the chassis.

The IMU can be used to determine a position and an orientation of thehover engines. The IMU can utilize accelerometers and gyroscopes. Datameasured from the accelerometers and gyroscopes can be sent to the GNCsystem.

Each of the hover engines can have an electric motor including awinding, a first set of permanent magnets and a first structure whichholds the first permanent magnets. Within the motor, an electric currentis applied to the winding to cause one of the winding or the first setof permanent magnets to rotate. The rotation of the winding or the firstset of permanent magnets can generate a torque which is transferred tosecond structure, such as via a rotating shaft.

The second structure is configured to receive the rotational torque fromthe electric motor to rotate the second structure. The second structurecan hold a second set of permanent magnets. The second set of permanentmagnets are rotated to induce eddy currents in a substrate such that theinduced eddy currents and the second set of permanent magnets interactto generate forces which cause the vehicle to hover above and/ortranslate from location to location along the substrate.

One or more speed controllers can be coupled to the four hover engines.The one or more speed controllers can be configured to control thecurrent flowing to the motors, which controls the rotation rates of themotors. In a particular embodiment, four electronic speed controllers,one for each of the hover engines, can be used.

One or more actuators can be coupled to each of the hover engines. Theactuators can be configured to receive commands from a guidance,navigation and control (GNC) system and in response to the commandsgenerate forces which cause the hover engine to rotate relative to thechassis. In one embodiment, the hover engines are each rotated about aseparate rotation axis. The hover engines can each independentlyrotatable relative to the chassis and one another.

The GNC system can be communicatively coupled to controllers, whichcontrol operation of the actuators, and an inertial measurement unit(IMU). The GNC system can be configured to receive sensor data from theIMU and generate a guidance solution. The guidance solution can includean orientation and velocity of the vehicle as a function of time. Toimplement the guidance solution, the GNC system can be configured togenerate control commands and send the control commands to theactuators.

The vehicle can include an on-board electric power source that suppliesthe electric current to the hover engines, the actuators and the GNCsystem. In one embodiment, the on-board electric power source can bebatteries, such as Lithium Polymer batteries. In another embodiment, acombustion motor can be used to turn a generator which outputselectricity.

The GNC system can be communicatively coupled to the one or more speedcontrollers and configured to communicate with the one or more speedcontrollers to control a rotation rate of each of the motors. Therotation rate of the motors can cause the second structures includingthe second set of permanent magnets to turn faster or slower. A fasteror slower rate of rotation of the second structures can affect amagnitude of the lift and propulsive forces output from the hoverengines.

In particular embodiments, the guidance solution can further include ahover height as a function of time where the GNC system is configured tocontrol one or more of a tilt position of the four hover engines or alift output of each of the four hover engines to control the hoverheight as the function of time. Also, the guidance solution can furtherinclude an acceleration rate as a function of time where the GNC systemis configured to control one or more of a tilt position of the fourhover engines to generate the acceleration rate as the function of time.Yet further, the guidance solution can includes an angle orientation ofthe vehicle as a function of time where the GNC system is configured tocontrol one or more of a tilt position of each of the four hover enginesor a lift output of each of the four hover engines to control the angleorientation of the vehicle as the function of time.

In other embodiments, GNC system is further configured to control theactuators to rotate the vehicle in place while the vehicle remains inapproximately over a first position on the substrate. Further, the GNCsystem can be configured to simultaneously rotate and translate thevehicle. In one embodiment, the GNC system can control the vehicle tomove up or down an inclined substrate or hold its position on theinclined substrate. While the vehicle is hovering in a stationaryposition, the GNC system can be configured to control the actuators tomove the vehicle in a first linear direction and then to move thevehicle in a second linear direction perpendicular to the first lineardirection without rotating the vehicle prior to the movement in thesecond linear direction.

In other embodiments, the GNC system can be configured to communicate,via a wired or wireless communication interface, with a mobile controlunit. For example, the mobile control unit can be a smart phone. The GNCsystem can be configured to receive a directional input command from themobile control unit and in response generate control commands for eachof the actuators to implement to the directional input commands.

The four hover engines can each be configured to rotate around an axiswhere a rotation about the axis causes the hover engine to tilt relativeto the chassis of the vehicle. In one embodiment, the first rotationaxis of the first hover engine is orientated at an angle of ninetydegrees relative to the second rotation axis of the second hover engine,the first rotation axis is orientated at an angle of ninety degreesrelative to the third rotation axis of the third hover engine, the firstrotation axis is parallel to the fourth rotation axis of the fourthhover engine and where the second rotation axis is parallel to the thirdrotation axis. In another embodiment, the first rotation axis of thefirst hover engine is orientated at an angle relative to the secondrotation axis of the second hover engine, the first rotation axis isorientated at one hundred eighty degrees minus the angle relative to thethird rotation axis of the third hover engine, the first rotation axisis parallel to the fourth rotation axis of the fourth hover engine andthe second rotation axis is parallel to the third rotation axis.

The hover engines can each be configured to rotate through an anglerange about their rotation axes. In one embodiment, the angle range isat least twenty degrees. In one embodiment, the same angle range can beused for all of the hover engines. In yet other embodiments, the samemagnet configuration of the second set of permanent magnets, including avolume of magnets and a polarity arrangement pattern is used on each ofthe first, second, third and fourth hover engines, can be used.

In further embodiments, a fifth hover engine and a fifth actuatorcoupled to the chassis and configured to rotate the fifth hover enginerelative to the chassis can be used. Alternatively, the fifth hoverengine can be secured in a fixed orientation relative to the chassis. Insome instances, the fifth hover engine can be configured to output morelift than either of the first hover engine, the second hover engine, thethird hover engine or the fourth hover engine.

BRIEF DESCRIPTION OF THE DRAWINGS

The included drawings are for illustrative purposes and serve only toprovide examples of possible structures and process steps for thedisclosed inventive systems and methods. These drawings in no way limitany changes in form and detail that may be made to the invention by oneskilled in the art without departing from the spirit and scope of theinvention.

FIG. 1 is an illustration of a person riding a hoverboard in accordancewith the described embodiments.

FIGS. 2 and 3 are illustrations of eddy currents generated on aconductive plate in response to arrangements of magnets rotated abovethe plates in accordance with the described embodiments.

FIG. 4A is a plot of lift and drag curves associated with an arrangementof rotating magnets in accordance with the described embodiments.

FIG. 4B is a plot of lift associated with an arrangement of rotatingmagnets as a function of distance from a conductive substrate inaccordance with the described embodiments.

FIG. 4C is a plot of lift curves associated with an arrangement ofrotating magnets as a function a thickness of a conductive substrate andRPM in accordance with the described embodiments.

FIGS. 5A and 5B are diagrams illustrating hover engines in accordancewith the described embodiments.

FIG. 6 is a block diagram illustrating a system with start assist inaccordance with the described embodiments.

FIG. 7 is a top view of a STARM including magnets with dynamic positionsin accordance with the described embodiments.

FIG. 8 is an illustration of a STARM with moveable components inaccordance with the described embodiments.

FIG. 9 is an illustration of a STARM with magnet sections which moverelative to one another in accordance with the described embodiments.

FIG. 10 is a plot of lift versus an offset angle of the magnet sectionsin FIG. 9 in accordance with the described embodiments.

FIG. 11 is an illustration of a STARM with multiphasic capabilities inaccordance with the described embodiments.

FIGS. 12 to 16 are illustrations of STARMs in accordance with thedescribed embodiments.

FIGS. 17A to 17C are illustrations of a hover engine in accordance withthe described embodiments.

FIGS. 18 to 20 are illustrations of a STARM configuration with multiplesections of rotatable magnets with the described embodiments.

FIGS. 21 to 24 are illustrations of track configurations in accordancewith the described embodiments.

FIGS. 25A, 25B, 26 and 27 are illustrations of STARMs tilted relative toa conductive substrate and associated forces which are generated inaccordance with the described embodiments.

FIG. 28 is an illustration of a hover engine configured to tilt inaccordance with the described embodiments.

FIG. 29 is an illustration of hover engine configured to tilt and rotatein accordance with the described embodiments.

FIG. 30A to 30C are illustrations force imbalances resulting fromtilting a hover engine in accordance with the described embodiments.

FIGS. 31A to 32B are illustrations of orientation control mechanisms fora hover engine in accordance with the described embodiments.

FIGS. 33A and 33B are illustrations of mechanisms interposed between aSTARM and a conductive substrate which redirect magnetic fieldsassociated with the STARM to generate propulsive forces in accordancewith the described embodiments.

FIGS. 34A and 34B are illustrations of mechanisms adjacent to a STARMand a conductive substrate, which redirect magnetic fields associatedwith the STARM, to generate propulsive forces in accordance with thedescribed embodiments.

FIG. 35 is an illustration of a magnetically lifted device with fourtiltable STARMs in accordance with the described embodiments.

FIGS. 36A to 36C are illustrations of a magnetically lifted device withfour tiltable STARMs tilted in various configurations in accordance withthe described embodiments.

FIG. 37 is an illustration of a magnetically lifted device with fourtiltable STARMs and one fixed STARM in accordance with the describedembodiments.

FIGS. 38 and 39 are illustrations of magnetically lifted devices withfour tiltable STARMs in accordance with the described embodiments.

FIG. 40 is an illustration of a magnetically lifted device with sixtiltable STARMs in accordance with the described embodiments.

FIG. 41 is an illustration of a magnetically lifted device with fourtiltable STARMs arranged around a rectangle in accordance with thedescribed embodiments.

FIGS. 42 to 44 are illustrations of block diagrams and equationsassociated with a guidance, navigation and control system in accordancewith the described embodiments.

FIGS. 45A and 45B are illustrations of hover engines used to controlrotation of a wheel in accordance with the described embodiments.

FIGS. 46A to 46B are illustrations a hybrid vehicle with hoveringcapabilities in accordance with the described embodiments.

FIGS. 47A to 47B are illustrations of system including a room, whichemploys hover engines to perform signal isolation, in accordance withthe described embodiments.

FIGS. 48A to 49B are illustrations of systems which uses hover enginesto move a payload along a vertical or horizontally oriented track inaccordance with the described embodiments.

FIG. 50 is an illustration of a system with a magnetically lifted deviceconfigured to move within a track enclosure in accordance with thedescribed embodiments.

FIGS. 51A to 54 are illustrations of systems with hover enginesconfigured to move along a track in accordance with the describedembodiments.

FIG. 55 is an illustration of a system with a sled configured tomagnetically lift an airplane in accordance with the describedembodiments.

FIG. 56 is an illustration of a system which uses hover engines topropel a vehicle with rollers along a surface in accordance with thedescribed embodiments.

FIG. 57 is an illustration of a system which uses hover engines tomanipulate a liquid in accordance with the described embodiments.

FIGS. 58 to 60C are illustrations of a hover locomotive and trackconfigurations in accordance with the described embodiments.

FIGS. 61A to 62B are illustrations of a system which employs hoveringvehicles to deposit material to a surface in accordance with thedescribed embodiments.

FIGS. 63 and 64 are top and perspective views of a STARM including cubicmagnets arranged in a circular pattern in accordance with the describedembodiments.

FIGS. 65 and 66 are top views of magnet configurations and polarityalignment patterns of magnets arranged in a circular pattern inaccordance with the described embodiments.

FIGS. 67 to 71 are top views of magnet configurations and associatedpolarity alignment patterns which include magnets that span across theaxis of rotation of a STARM in accordance with the describedembodiments.

FIGS. 72 to 74 are top views of magnet configurations and associatedpolarity alignment patterns which include magnets arranged in cluster inaccordance with the described embodiments.

FIGS. 75 and 76 are top views of magnet configurations and associatedpolarity alignment patterns which include magnets arranged in lineararrays in accordance with the described embodiments.

FIG. 77 illustrates predicted eddy current patterns for the magnetconfiguration shown in FIG. 63.

FIG. 78 illustrates predicted eddy current patterns for a magnetconfiguration including magnets arranged in linear arrays which extendacross an axis of rotation of a STARM.

FIG. 79 illustrates predicted eddy current patterns for the magnetconfiguration shown in FIG. 69.

FIG. 80 illustrates predicted eddy current patterns for the magnetconfiguration shown in FIG. 70.

FIG. 81 illustrates predicted eddy current patterns for the magnetconfiguration shown in FIG. 76.

FIG. 82 illustrates predicted eddy current patterns for the magnetconfiguration shown in FIG. 75.

FIGS. 83 and 84 are plots of lift versus height which comparenumerically predicted data and experimental data.

FIGS. 85, 86 and 87 are plots of numerical predictions of lift versusheight for eight different magnet configurations.

FIG. 87 is a plot of numerical predictions of lift and thrust versusheight as a function of tilt angle for a circularly arranged magnetconfiguration.

FIGS. 88 and 89 are plots of numerical predictions of lift and thrustforce as a function of tilt angle for the magnet configuration 1290 inFIG. 69.

FIGS. 90 to 104 are illustrations of magnet configurations, whichutilize eight cubic inches of magnets, and the associated polarityalignment patterns and eddy currents patterns in accordance with thedescribed embodiments.

FIG. 105 is a plot of numerical predictions of lift versus height forvarious magnet configurations which utilize eight cubic inches ofmagnets in accordance with the described embodiments.

FIG. 106 is an illustration of a magnet configuration which usesoctagonally shaped magnets in accordance with the described embodiments.

FIGS. 107 and 108 are illustrations of square magnet configurations andassociated polarity alignment patterns in accordance with the describedembodiments.

FIG. 109 is an illustration of a magnet configuration and polarityalignment pattern that is arranged to form a disk in accordance with thedescribed embodiments.

FIGS. 110 and 111 are illustrations of magnet configurations andpolarity alignment patterns, which utilize trapezoidally shaped magnetsin accordance with the described embodiments.

FIG. 112 is an illustration of a magnet configuration and polarityalignment pattern which utilizes triangular shaped magnets in accordancewith the described embodiments.

FIG. 113 is an illustration of a magnet configuration and polarityalignment pattern which utilizes rectangularly shaped magnets where aportion of the magnets are magnetized with a polarity direction across adiagonal of the magnet in accordance with the described embodiments.

FIG. 114 is a bottom view of a vehicle configuration includes four hoverengines in accordance with the described embodiments.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

The present invention will now be described in detail with reference toa few preferred embodiments thereof as illustrated in the accompanyingdrawings. In the following description, numerous specific details areset forth in order to provide a thorough understanding of the presentinvention. It will be apparent, however, to one skilled in the art, thatthe present invention may be practiced without some or all of thesespecific details. In other instances, well known process steps and/orstructures have not been described in detail in order to notunnecessarily obscure the present invention.

The various embodiments described herein are grouped into a number ofdifferent sections. In a first section, a titled, “Magnetic Lift SystemOverview,” electromechanical systems which induce eddy currents togenerate lift are generally described. FIGS. 1 to 4C are included in thesection. In a second section, titled, “Hover Engine Configurationsincluding Lift and Drag Control,” various methods and apparatus forgenerating and controlling magnetic lift and drag are described. Thissection includes FIGS. 5A-20. In a third section, titled, “TrackConfigurations,” some features of tracks, which can include a conductivesubstrate in which eddy currents are induced, are described. Thissection includes FIGS. 21-24.

Next, in a fourth section, titled, “Magnetic Lift and Propulsion,”details involving propulsion of vehicles using hover engines aredescribed. In particular, an orientation of one or more STARMs can bechanged relative to a substrate to generate propulsive and/or controlforces. This section includes FIGS. 25A-34B.

Next, in a fifth section, titled, “Vehicle Configurations andNavigation, Guidance and Control (NGC), arrangements of hover enginesand then their actuation to provide movement are described. Next,Navigation, Guidance and Control (NGC) functions, which can be appliedto magnetically lifted devices, are discussed. This section includesFIGS. 35 to 44.

In a fifth section, titled, “Applications,” various applications, whichutilize hover engines, are described. For example, this sectionincludes 1) an application where a hover engine is used to drive andcontrol a wheel, 2) a hybrid vehicle configured to hover or ride onwheels, 3) a room which provides signal isolation from an outsideenvironment, 4) hover engines configured to move along a track, 5)launch assist for an aircraft, 6) a device which can be used to performwork on a ship, 7) train and track configuration and 8) printing. Thissection includes FIGS. 45A to 62B.

In a sixth section, titled, “Magnet Configurations and PerformanceComparisons,” various magnet configurations which can be used in hoverengines are described. Lift predictions are generated for a number ofthe configurations and a comparison is made to experimental data. Thissection includes FIGS. 63-113.

Finally, in a seventh section, titled, “Flight Data,” two vehicleconfigurations and test data measured during flight are described. Thedata is presented in two tables. The section includes FIG. 114.

Magnetic Lift System Overview

With respect to FIGS. 1 to 4C, some general examples and operatingprinciples of a magnetic lift system are described. In particular, ahoverboard system configured to lift and propel a rider is discussed.The hoverboard system can include a hoverboard having hover engines anda substrate on which the hoverboard operates. The substrate can includea conductive portion in which eddy currents are induced. Theelectromagnetic interaction between the device which induces the eddycurrents and the induced eddy currents can be used to generateelectromagnetic lift and various translational and rotational controlforces.

A hoverboard is one example of an electromechanical system whichgenerates forces, such as lift, via an interaction between a movingmagnetic field source (e.g., permanent magnets) and induced eddycurrents. FIG. 1 is an illustration of a person 10 riding a hoverboard12. In one embodiment, the hoverboard includes four hover engines, suchas 16. The hover engines 16 generate a magnetic field which changes asfunction of time. The time varying magnetic field interacts with aconductive material in track 14 to form eddy currents. The eddy currentsand their associated magnetic fields and the magnetic fields from thehover engine interact to generate forces, such as a lifting force or apropulsive force. Examples of eddy currents which can be generated aredescribed with respect to FIGS. 2 and 3. Lift and drag associated withinduced eddy currents is described with respect to FIGS. 4A-4C. Furtherdetails of magnet configurations, eddy current patterns, liftpredictions and comparison to experimental data are described below withrespect FIGS. 63 to 114.

In FIG. 1, the track 14 is formed from copper. In particular, three oneeighth inch sheets of copper layered on top of one another are used.Other conductive materials and track configuration can be used. Thus, atrack formed from copper sheets is described for the purposes ofillustration only. Curved surfaces may be formed more easily using anumber of layered thin sheets. For example, a half-pipe can be formed.In FIG. 1, a portion of a half-pipe is shown. The track 14 can includevarious sloped and flat surfaces and the example of half-pipe isprovided for illustrative purposes only.

The thickness of the conductive material which is used can depend on thematerial properties of the conductive material, such as its currentcarrying capacity and the amount of magnetic lift which is desired. Aparticular hover engine, depending on such factors, as the strength ofthe output magnetic field, the rate of movement of the magnetic fieldand the distance of the hover engine from the surface of a track caninduce stronger or weaker eddy currents in a particular track material.Different hover engines can be configured to generate different amountsof lifts and thus, induce stronger or weaker eddy currents.

The current density associated with induced eddy currents in thematerial can be a maximum at the surface and then can decrease with thedistance from the surface. In one embodiment, the current density whichis induced at the surface can be on the order of one to ten thousandamps per centimeter squared. As the conductive material becomes thinner,it can reach a thickness where the amount of current potentially inducedby the hover engine is more than the conductive material can hold. Atthis point, the amount of magnetic lift output from the hover engine candrop relative to the amount of lift which would be potentially generatedif the conductive material was thicker. This effect is discussed in moredetail with respect to FIG. 4C.

As the thickness of the material increases, the induced currents becomesmaller and smaller with increasing distance from the surface. After acertain thickness is reached, additional material results in very littleadditional lift. For the hover engines used for the hoverboard 12,simulations indicated that using ½ inch of copper would not produce muchmore lift relative to using ⅜ inch of copper.

For the device shown in FIG. 1, simulations predicted that using only ⅛inch sheet of copper would significantly lower the lift versus using ahalf inch of copper. Finite element analysis to solve Maxwell'sequations was used. In particular, Ansys Maxwell (Ansys, Inc.,Canonsburg, Pa.).

In various embodiments, the amount of copper which can be used varieddepending on the application. For example, for a small scale model of ahoverboard configured to carry a doll, a ⅛ inch sheet of copper may bemore than sufficient. As another example, a track with a thinner amountof conductive material can lead to less efficient lift generation ascompared to track with a thicker amount of a more conductive material.However, the cost of the conductive material can be traded against theefficiency of lift generation.

A substrate 14 can include a portion which is configured to supportinduced eddy currents. In addition, it can include portions used to addmechanical support or stiffness, to provide cooling and/or to allow atrack portions to be assembled. For example, pipes or fins can beprovided which are configured to remove and/or move heat to a particularlocation. In another example, the substrate 14 can be formed as aplurality of tiles which are configured to interface with one another.In yet another example, the portion of the substrate 14 which is used tosupport the induced eddy currents may be relatively thin and additionalmaterials may be added to provide structural support and stiffness.

In various embodiments, the portion of the substrate 14 used to supportinduced eddy currents may be relatively homogenous in that itsproperties are substantially homogeneous in depth and from location tolocation. For example, a solid sheet of metal, such as silver, copper oraluminum can be considered substantially homogenous in it's in depthproperties and from location to location. As another example, aconductive composite material, such as a polymer or composite, can beused where the material properties on average are relatively homogeneousfrom location to location and in depth.

In other embodiments, the portion of the substrate 14 used to supportthe induced eddy currents can vary in depth but may be relativelyhomogeneous from location to location. For example, the portion of thesubstrate 14 which supports the eddy currents can be formed from a basematerial which is doped with another material. The amount of doping canvary in depth such that the material properties vary in depth.

In other embodiments, the portion of the substrate 14 which supports theeddy currents can be formed from layers of different materials. Forexample, an electric insulator may be used between layers of aconductive material, such as layers of copper insulated from oneanother. In another example, one or more layers of a ferromagneticmaterial can be used with one or more paramagnetic materials ordiamagnetic materials.

In yet another example, the surface of the substrate 14 which supportsthe eddy currents can include a surface structure, such as raised orsunken dimples which effect induced eddy currents or some other materialproperty. Thus, from location to location there may be slight variationsin material properties but averaged over a particular area the materialproperties may be relatively homogeneous from location to location.

In one embodiment, the person can control the hoverboard 12 by shiftingtheir weight and their position on the hoverboard. The shift in weightcan change the orientation of one or more of the hover engines 16relative to the surface of the track 14. The orientation can include adistance of each part of the hover engine from the track. Theorientation of each hover engine, such as 16, relative to the surface ofthe track can result in forces parallel to the surface being generated.

The net force from the hover engines 16 can be used to propel thevehicle in a particular direction and control its spin. In addition, theindividual may be able to lean down and push off the surface 14 topropel the hoverboard 12 in a particular direction or push and then jumponto to the hoverboard 12 to get it moving in a particular direction.Additional details of hoverboards are described in U.S. patentapplication Ser. Nos. 14/639,045 and 14/639,047, entitled, “Hoverboard,”previously incorporated herein.

Next, a few examples of magnet arrangements, which can be used with ahover engine, are described with respect to FIGS. 2 and 3. FIGS. 2 and 3are illustrations of eddy currents generated on a conductive plate inresponse to arrangements of magnets rotated above the plates. Theconductive plate is the portion of the substrate which is configured tosupport induced eddy currents. The eddy currents and associated forceswhich are generated were simulated using Ansys Maxwell 3D (Canonsburg,Pa.). In each of the simulations, an arrangement of magnets is rotatedat 1500 RPM at ½ inches height above copper plates 56 and 64,respectively. The copper plates are modeled as ½ inch thick. The plateis modeled as being homogeneous in depth and from location to location.The width and length of the plate is selected such that edge effectsthat can occur when a STARM induces eddy currents near the edge of theplate are minimal.

The magnets are one inch cube Neodymium alloy magnets of strength N50,similar magnets can be purchased via K and J magnetics (Pipersville,Pa.). The magnets weigh about 3.6 ounces each Magnets of differentsizes, shapes and materials can be utilized and this example is providedfor the purpose of illustration only.

In FIG. 2, eight one inched cube magnets, such as 50, are arranged withan inner edge about two inches from the z axis. The magnets are modeledas embedded in an aluminum frame 52. The arrow head indicates the northpole of the magnets. The polarities of four of the magnets areperpendicular to the z axis. The open circle indicates a north pole of amagnet and circle with an x indicates a south pole of a magnet. Apolarity pattern involving four magnets is repeated twice.

In various embodiments, the polarity pattern of the magnets shown in thefigure can be repeated one or more times. One or more magnets ofdifferent sizes and shapes can be used to form a volume of magnets whichmatch a polarity direction associated with a polarity pattern. Forexample, two one half inch wide rectangular magnets with a total volumeof one cubic inch or two triangular magnets with a total volume of onecubic inch can be aligned in the same direction to provide a polaritydirection in a polarity pattern. In the polarity pattern, a magnets witha polarity direction different than an adjacent magnet may touch theadjacent magnet or may be separate from the adjacent magnet.

For a given number of magnets of a particular cubic size, the distancefrom the z axis of the face of the magnets can be adjusted such that themagnet's edges are touching or are a small distance apart. With thisexample using eight magnets, an octagon shape would be formed. Aconfiguration of twenty one inch cube magnets arranged around a circlewith the polarity pattern is described below. The inner edge of thisarrangement of magnets is about 3.75 inches from the rotational axis.

When the magnets are brought together, the magnitude of the lift anddrag which is generated per magnet can be increased relative to when themagnets are spaced farther apart. In one embodiment, trapezoidal shapedmagnets can be utilized to allow the magnets to touch one another whenarranged around a rotational axis. A different trapezoidal angle can beused to accommodate different total number of magnets, such as fourmagnets (90 degrees), eight magnets (45 degrees), etc.

A combination of rectangular and triangular shaped magnets can also beused for this purpose. For example, triangular magnets can be placedbetween the cubic magnets shown in FIG. 2. In one embodiment, thepolarity pattern for groups of four trapezoidal magnets or combinationsof rectangular and triangular magnets can be similar to what is shown inFIG. 2.

When the arrangement of eight magnets is rotated above the copper plate,eddy currents are induced in the copper. In the example of FIG. 2, thesimulation indicates four circular eddy currents 56 are generated. Thefour eddy currents circle in alternating directions and areapproximately centered beneath the circulating magnets.

An electromagnetic interaction occurs where the circulating eddycurrents generate a magnetic field which repels the arrangement ofmagnets such that lifting forces and drag forces are generated. Asdescribed above, the center position of the eddy currents rotate as themagnets rotate (This rotation is different from the rotation of thecirculating current which forms each eddy current). However, the eddycurrents are not directly underneath the four magnets aligned with the zaxis. Thus, the eddy currents can generate a magnetic field whichattracts one of the poles of permanent magnets to which it is adjacent.The attractive force can act perpendicular to the lift to produce drag,which opposes a movement of the magnets. The drag can also be associatedwith a torque. The drag torque is overcome by an input torque suppliedby a motor coupled to the arrangement of magnets.

In a simple example, a current circulating in a circular coil generatesa magnetic field which looks like a magnetic field of a bar magnet wherethe orientation (north/south) depends on the direction of the current.The strength of the magnetic field which is generated depends on thearea of the circular coil and the amount of current flowing through thecoil. The coil constrains the locations where the current can flow.

In this example, there are not well defined circuits. Thus, one eddycurrent can interact with an adjacent eddy current. The interactioncauses the magnitude of the current to increase at the interface betweeneddy currents such that magnitude of the current varies aroundcircumference of each eddy current. Further, the current also varies indepth into the material with the greatest current per area occurring atthe surface and then decreasing in depth in to the surface.

In addition, unlike circuits with a fixed position, the center of theeddy currents rotate as the magnets inducing the currents rotates.Unlike when a magnetic is moved linearly over a conductive material,separate eddy current forms in front of and behind the magnet. In thisexample, the four poles (magnets with north and south perpendicular tothe surface of the plate) are close enough such that the eddy currentformed in front of one pole merges with the eddy current formed behindthe next adjacent pole. Thus, the number of eddy currents formed isequal to the number of poles which is four. In general, it was observedfor this type of configuration that the number of eddy currents whichformed was equal to the number of poles used in the magnetconfiguration.

Further, material interfaces can affect the induced eddy currents suchthat an amount of lift and drag which is generated is different near theinterfaces as opposed to away from the interfaces. For example, asurface on which eddy currents are induced can have edges where thematerial which supports the induced eddy currents ends. Near theboundaries, when a STARM approaches an edge, the eddy currents tend toget compressed which affects the resultant lift and drag.

In another example, a surface can have interfaces through which thereare discontinuities in the conductivity. For example, edges of twoadjacent copper sheets used to form a surface may not touch, maypartially touch or may be conductively insulated from one another. Thediscontinuous conductivity can lessen or prevent current from flowingacross the interface which affects the lift and drag generated from theinduced eddy currents.

In one embodiment, a substrate which supports induced eddy currents canbe formed from a number of sheets which are stacked in layers, such ⅛inch copper sheets stacked on top of one another. A discontinuity may beformed in one layer where two adjacent sheets meet, such as small gapsbetween the two sheets which reduce the current which flows from a firstsheet to an adjacent second sheet. The gaps may allow for thermalexpansion and simplify the assembly process. To lessen the effect of thediscontinuity, adjacent edges between sheets can be staggered from layerto layer. Thus, the discontinuity at particular location may occur inone layer but not the other adjacent layers.

In some instances, a conductive paste can be used to improve theconductivity between sheets. In another embodiment, adjacent sheets canbe soldered together. In yet another embodiment, flexible contacts,which can be compressed and then expand, can be used to allow current toflow between different sheets.

In FIG. 3, a three row by five column array of one inch cube magnets,such as 60, is rotated above a copper plate. The arrays could also beusing a single magnet in each row. The magnets are modeled as surroundedby an aluminum frame 62. The magnets in this example are configured totouch one another. A magnet pattern for each row of five magnets isshown. In alternate embodiment, a five magnet pattern of open circle,left arrow (pointing to open circle), circle with an “x”, right arrow(pointing away from circle with an x) and open circle can be used. Thiscompares to the left arrow, circle with an “x”, left arrow, open circleand right arrow pattern shown in the Figure.

The magnet pattern is the same for each row and the magnet polarity isthe same for each column. In various embodiments, a magnet array caninclude one or more rows. For example, a magnet array including only onerow of the pattern shown in FIG. 3 can be used.

Multiple arrays with one or more rows can be arranged on a rotatingbody, such that the rotating body is balanced. For example, magnetarrays of two, three, four, etc. arrays of the same number of magnetscan be arranged on a rotating body. In another embodiment, two or morepairs of magnet arrays with a first number of magnets and two or morepairs of magnets arrays with a second number of magnets can be arrangedopposite one another on a rotating body.

In the example of FIG. 3, two eddy currents, 66, are generated under themagnet array and two eddy currents 70 and 68 are formed ahead and behindthe array. These eddy currents move with the array as the array rotatesaround the plate. As the array is moved over the plate 64, eddycurrents, such as 72 spin off. The eddy currents 66, 68 and 70 generatemagnetic fields which can cause magnetic lift and drag on the array.When two of these types of arrays placed close to one another, thesimulations indicated that the eddy current induced from one array couldmerge with the eddy current induced from the other array. This effectdiminished as the arrays were spaced farther apart.

In the examples of FIGS. 2 and 3, the simulations indicated that morelift force was generated per magnet in the configuration of FIG. 3 ascompared to FIG. 2. Part of this result is attributed to the fact that aportion of the magnets in FIG. 3 is at a greater radius than the magnetsin FIG. 2. For a constant RPM, a greater radius results in a greaterspeed of the magnet relative to the conductive plate which can result inmore lift.

The lift per magnet can be total lift divided by the total magnet volumein cubic inches. For one inch cube magnets, the volume is one cubicinch. Thus, the total number of magnets is equal to the volume in cubicinches. Hence, the use of lift force per magnet in the previousparagraph. The use of total lift divided by the magnet volume of amagnet arrangement provides one means of comparing the lift efficiencyof different magnet arrangements. However, as noted above, the speed ofthe magnet relative to the substrate, which is a function of radius andRPM, effects lift and hence may be important to consider when comparingmagnet configurations.

In FIGS. 2 and 3, a portion of the magnet poles in the magnet polaritypattern are aligned such that the poles are parallel to an axis ofrotation of the STARM (The poles labeled with “x” or “o” in theFigures). When the bottom of a STARM is parallel to a surface whichsupports the induced eddy currents, the portion of the magnet poles andthe axis of rotation are approximately perpendicular to the surface.

In this configuration, to interact with a surface, a STARM can berotated on its side, like a tire riding on a road, where the axis ofrotation is approximately parallel to the surface. In particularembodiments, a mechanism, such as an actuator, can be provided which candynamically rotates one or more of the magnet poles (again, “x” and “o”labeled magnets) during operation. For example, the magnet poles shownin FIGS. 2 and 3 may be rotatable such that they can be moved from anorientation where they are perpendicular to the surface as shown inFIGS. 2 and 3 to an orientation where they are parallel to the surfaceand back again. When the magnets are turned in this manner, the amountof lift and drag which are generated can be reduced. In additionalembodiments, fixed magnet configurations can be utilized where themagnet poles shown in FIGS. 2 and 3 are rotated by some angle betweenzero and ninety degrees relative to their orientation in the FIGS. 2 and3.

FIG. 4A includes a plot 100 of lift 106 and drag 108 curves associatedwith an arrangement of rotating magnets in accordance with the describedembodiments. The curves are force 102 versus rotational velocity 104.The curves can be determined via experimental measurements and/orsimulations. It is noted the magnetic lift and drag is separate from anyaerodynamic lift and drag which may be associated with the rotation ofmagnet arrangement associated with hover engine.

Although not shown, an amount of torque can be determined and plotted.As shown in FIG. 2, an array of magnets can be radially symmetric. Insome instances, such as when a radially symmetric array is parallel tothe conductive substrate, the net drag force may be zero. Nevertheless,a torque which opposes the rotation of the array is generated. Therotational input from a motor can be used to overcome the torque.

As shown in FIG. 4A, the magnetic drag increases as velocity increases,reaches a peak and then starts to decrease with velocity. Whereas, themagnetic lift increases with velocity. The velocity can be the velocityof the magnets relative to the surface which induces the eddy. When themagnets are rotating, this velocity is product of a distance from theaxis of rotation times the angular velocity. The velocity can varyacross a face of a magnet as distance from the axis of rotation variesacross the face of the magnet.

In various simulations of a magnet configuration shown in FIG. 3, themost drag was observed to occur between 250 and 350 RPM. However, theamount of drag including its peak can depends on such variables as thesize and the shape of the magnets, a distance of the magnets from thesubstrate in which the eddy currents are induced, a speed of the magnetsrelative to the substrate which changes as a function of radius and athickness of the substrate and a strength of the magnets. Also, for anarrangement of a plurality of magnets, the arrangement of their polesand spacing relative to one another can affect both the lift and drag,which is generated. Thus, the value range is provided for the purposesof illustration only.

FIG. 4B is a plot of force 102 associated with an arrangement ofrotating magnets as a function of distance 110 from a conductivesubstrate. In this example, a configuration of magnets similar to shownin FIG. 3 was simulated. The plot is based upon a number of simulationsat a constant RPM. The lift appears to follow an exponential decay curveas the distance from the surface 110 increases.

FIG. 4C is a plot of lift curves associated with an arrangement ofrotating magnets as a function a thickness of a conductive substrate andRPM. In this example, a configuration similar to what is shown in FIG. 3was used. The conductive substrate is copper and thickness of the copperis varied between 0.05 and 0.5 inches in the simulation.

The simulations predicted that the amount of generated lift begins todecrease after a certain threshold thickness of copper is reached and isrelatively constant above the threshold. The location of the thresholdvaries as a function of RPM. It may also vary according to the magnetconfiguration. In one simulation, negative lift was predicted, i.e., anattractive force was generated when the thickness was thin enough.

Hover Engine Configurations Including Lift and Drag Control

Next, details of hover engines are described with respect to FIGS.5A-20. In particular, various methods and apparatus for generating andcontrolling magnetic lift and drag are described. In one embodiment, asshown in FIG. 5A, a STARM, such as 122, can be integrated with a motorto form a hover engine 120. A motor can include a stator 124 and rotor126. In operation, a DC or AC current is applied to coils in the stator124, which causes the rotor 126 to turn or a DC or AC current is appliedto coils in the rotor 126 which causes the rotor to turn about axis 132.One of the stator 124 or the rotor 126 can include permanent magnetswhich interact with a magnetic field generated in response to theapplication of the AC or DC current to the coils.

A second set of permanent or electromagnets, such as 128 a or 128 b, canbe coupled to the motor which are used to generate magnetic lift. Thesecond set of magnets is not used to turn the motor. As described above,the second set of magnets, when coupled to the rotor, which is rotating,can generate a moving magnetic field, which induces an eddy current in asubstrate 130. The eddy current can cause an opposing magnetic fieldwhich results in a lifting and drag force that acts upon the hoverengine 120.

In the example of FIG. 5A, the rotor 126 is inside the stator 124. Anarrangement of lift generating magnets is arranged on the bottom of therotor 126. In alternate embodiments, the lift generating magnets can bearranged on the top and the bottom of the rotor. For example, thisarrangement could allow a hover engine 120 to hover between twosubstrate sheets, which are flat or curved.

In FIG. 5A, the lift generating magnets, such as 128 a and 128 b, areinside the radius of the stator 124. In another embodiment, as shown inFIG. 5B, the hover engine 140 includes lift generating magnets, such as146 a and 146 b, which are at approximately the same radius of thestator 142, as a portion of the rotor 144 extends below the stator 142.In general, arrangements of magnets can be located within the radius ofthe stator, at the same radius of the stator, outside the arrangement ofthe stator or combinations thereof.

In the example of FIG. 5A, the magnetic fields associated with theturning of the motor are orientated differently than the magnetic fieldsassociated with generating magnetic lift. In particular, the magneticfields associated with the stator 124 and the rotor 126 are configuredto generally point toward one another to generate an efficientinteraction which turns the rotor. Whereas, the magnetic fieldsassociated with the lift generating magnets, such as 128 a and 128 b,will be generally directed toward the substrate to induce eddy currentsin the substrate 130.

In particular embodiments, a mechanism can be provided, which changes anorientation of the lift generating magnets relative to the substrate130, to introduce a tilt angle. For example, the stator 124, rotor 126and lifting magnets, such as 128 a and 128 b, can be tilted as a unitabout axis 135 using an actuator of some type. The change in the tiltangle of the lifting magnets relative to the substrate 130 can cause aforce imbalance. The force imbalance can result in a propulsive forcewhich can be used to propel a vehicle. For example, the propulsive forcecan be used to translate a vehicle along the substrate 130 in a desireddirection.

In another embodiment, the STARM 122 and rotor 126 can be configured totilt relative to both the stator 124 and the substrate 130. For example,the rotor 126 can be tilted around the axis of rotation 135, which isperpendicular to the page in FIG. 5A. The amount of tilt which ispossible may depend on the clearance between the stator 124 and therotor 126. In yet another embodiment, the stator 124 and the rotor 126can be tilted as a unit and the rotor can also be changed relative tothe stator, which also changes the tilt of the rotor relative to thesubstrate.

The maximum power requirements can occur during start up where themoment of inertia of the rotor needs to be overcome and the drag forcesare highest on the STARM. In particular embodiments, apparatus andmethods can be used which transfers a portion of the starting powerrequirements to another device and hence reduce the initial powerrequirements. Some examples associated with reducing the starting powerrequirements of a magnetic lifting vehicle are described as follows withrespect to FIGS. 6, 7 and 8.

A vehicle can have an on-board power source 152, such as batteriesstoring electricity or fuel. The on-board power source 152 may power thevehicle while it is in flight. In one embodiment, the vehicle caninclude a supplemental power interface 150. The supplemental powerinterface can be used to provide power from an off-board power sourcewhen the hover engine including motor 154 and STARM 156 is being poweredfrom rest. The off-board power source can also be used to charge theon-board source, such as on-board batteries. Thus, the use of theoff-board power source may allow the lifetime of the on-board source tobe increased.

During start-up, the off-board power source can be used instead of theon-board power source 152. After start, the off-board power source canbe disconnected and the vehicle can switch to using the on-board powersource. Thus, a switching mechanism can be provided which switchesbetween the two sources of power (on-board and off-board). The switchingmechanism can be a switch, which is manually operated. In anotherembodiment, an automatic switch can be coupled to a controller. Thecontroller can include control logic which allows it to detect whetherthe vehicle is connected to the off-board power source and switchbetween the on-board power source 152 and the off-board power source.The controller may also be configured to place the on-board power sourcein a charging mode, such as when batteries are used.

In one embodiment, the outboard power source can have differentcharacteristics than the on-board power source. For example, theoutboard power source can have a larger voltage than the on-board powersource. The larger voltage may be used to generate more torque from themotor during the starting process. Once hovering conditions areachieved, the torque requirements may drop and an on-board power sourcewith a lower voltage output than the onboard source can be used.

In another embodiment, an external starter motor 158 can be utilized.The external starter motor 158 can be used to supply a torque to theSTARM 156 which gets it rotating to some initial rotational velocity.Then, the internal motor or motors, such as 154, can take over. In theexample of FIG. 6, the starter motor 158 is located beneath thesubstrate 130 and includes a starter motor interface 160 which allowsthe starter motor to be coupled to the STARM 156 or some other portionof the hover engine. When the starter motor interface is engaged withthe STARM, torque from the starter motor can be transferred to theSTARM. During start-up, torque may or may not be supplied to the STARMby the on-board motor 154. When the starter interface is disengaged, theSTARM 156 can receive torque from the on-board motor 154.

In one embodiment, the motor 154 can be coupled to the STARM 156 whileit is being turned by the starter motor, such that it is also turned.Thus, the motor 154 may act as generator to charge the on-board powersource 152. In another embodiment, a clutch mechanism may be used suchthat the on-board motor 154 is disengaged from the STARM 156 duringstart-up. Thus, the starter motor 158 may supply torque only to theSTARM and not the STARM and motor. After start-up, the clutch mechanismcan be used to reengage the STARM 156 to the motor 154.

Other examples of starter interfaces are possible and the example inFIG. 6 is provided for illustrative purposes only. For example, rotatingwheels could be used which abut a side of the STARM and transfer angularmomentum to the STARM when in contact with the STARM. In anotherexample, the side of the STARM 156 can include teeth which areconfigured to interface with a rotating gear which meshes with the teethon the side of the STARM 156.

In some lifting magnet configurations, the amount of magnetic draggenerated by a STARM can be less when the magnets are closer to the axisof rotation. The magnetic drag is associated with the resistance of thesubstrate to the moving magnetic fields and is separate from the momentof inertia associated with the STARM or aerodynamic drag acting on theSTARM. As described above, after a rotational velocity is reached wherepeak magnetic drag occurs, the magnetic drag may decrease withincreasing rotational velocity. As shown in FIG. 7, in one embodiment,all or a portion of the magnets, such as 174, in a magnet array on aSTARM, such as 170, can be placed in a slot and coupled to a resistancemechanism, such as springs 172. The slot can be part of a supportstructure 178, which holds the magnets and springs. As the STARM 170 isspun up, the magnets can move within the slot away from the axis ofrotation 176 in the center in the STARM.

The force profile for the resistance mechanism can be selected such thatit is overcome in accordance with a particular velocity profile of therotor. Thus, the radius of the magnets from the axis of rotation can becontrolled as a function of velocity. Different force profiles for theresistance mechanisms can be selected to control the change in radius asa function of time. The peak drag can be affected by the radius at whichthe magnet arrays are located. In particular, the magnitude of themagnetic drag as a function of velocity may be smaller when the magnetsare closer to the axis of rotation as compared to when the magnets arelocated father from the axis. Thus, using this approach, it may bepossible to reduce the peak torque required to turn the STARM and effectthe size of the motor which is required.

The amount of drag is also affected by the height of the magnets in themagnet array above the rotor. The magnetic drag for some STARMconfigurations, as described above, can increase, reach a peak and thendecrease, as the rotational velocity is increased. In one embodiment, asshown in FIG. 8, the distance of the permanent magnets from the top ofthe substrate can be controlled as a function of rotational velocity.

In FIG. 8, the STARM 180 is hinged, such that initially the magnets 182are at a first distance from the top of the substrate 130. In thisexample, the two hinged sides, 184 a and 184 b, are held together by aspring 186 or some other type of mechanism which generates a resistiveforce (e.g., an elastic band). The hinged sides rotate about hinge 188.As the rotational velocity increases as the STARM rotates about axis190, the hinged sides, 184 a and 184 b, spread out, the spring orsprings stretch and the magnets on the STARM 180 are brought closer tothe substrate.

In particular embodiments, the force profile for the spring can beselected such that the STARM is not brought to its minimum distance fromthe surface, i.e., when it is flat or when the spring doesn't stretchany more, until the velocity of the STARM is above the peak velocitywhere maximum drag occurs. After the peak drag velocity, the drag can bedecreasing as the rotational velocity increases. Thus, with thisapproach, the start-up energy of the magnetic lifting system may bereduced because the peak magnetic drag regime is bypassed by keeping themagnets on the STARM away from the surface of the substrate.

In the example of FIG. 8, the STARM 180 is hinged, such that it isdivided into two portions. In other embodiments, the STARM can includepetals, such three, four, five sections, etc., which lower as thevelocity is increased. The petals don't necessarily have to be loweredat the same rate. For example, for a STARM with four petals, twoopposing petals can be lowered at a first rate as a function of velocityand a second two opposing petals can be lowered at a second rate. Thedifferent rates can be generated by using different force retentionsmechanisms, such as springs with different spring constants.

In the example in FIG. 7, a passive system is used where the portions ofthe STARM 180 spread out as the velocity increases and come backtogether as the velocity is decreased. In other embodiment, activemechanisms, such as one or more actuators can be used to control aheight of a STARM from a top of substrate or, as in the example of FIG.7, the radial distance of permanent magnet. In yet other embodiments, acombination of active and passive mechanisms can be used, such assprings and actuators.

In one embodiment, the actuators can be used to control the hinged sidesof a STARM 180 as shown in FIG. 8. In another embodiment, the STARM 180can be disk shaped where the shape of the disk is fixed. A mechanism canbe provided which raises and lowers the STARM alone or the STARM and themotor relative to a surface of substrate. In another embodiment,mechanisms can be provided which raise an entire vehicle relative to asurface, such as a landing gear system. In yet another embodiment, wherea hinged STARM is used, the one or more hinge mechanisms can be shapedto extend below a bottom surface of the STARM to act as a landingmechanism. For example, the portion which extends below the bottomsurface can have rolling capabilities, which allows the STARM to rollalong the ground in a start-up mode.

Another method and apparatus for controlling an amount of lift and dragoutput from a hover engine is described with respect to FIGS. 9 and 10.In FIG. 9, a configuration of permanent magnets including two layers isprovided. The polarities of the magnets are indicated in FIG. 9. In thisexample, a polarity pattern described with respect to FIG. 2 is used.

A STARM including the magnets can be configured to allow the first layerof magnets to rotate relative to one another. For example, the twolayers and their associated support structure can be separated by abearing system of some type. In this example, the magnets in the bottomlayer can be placed closest to a substrate to induce eddy currents.

In a first position 200, the polarities of the magnets in each layer arealigned. In a second position 204, the polarities of the magnets in eachlayer are opposite one another. The mechanism holding the magnets can bedesigned to allow the two layers to rotate between position 200 and 204.An intermediary position 202 is shown where the two layers are rotatedforty five degrees relative to one another.

A simulation was performed suing Ansys Maxwell where the two layers wererotated relative to another. The offset angle refers to the amount ofrotation where zero degrees is associated with position 202 and ninetydegrees is associated with position 204. The lift decreases as theoffset angle is increased. The minimum value of lift occurs at ninetydegrees.

The lift decreases because the eddy currents induced by the top layerinterfere with the eddy currents induced from the bottom layer. The liftdoes not reach zero because the effect of the magnets decreases with thedistance from the substrate. Thus, the bottom layer, which is closer tothe surface, has more influence than the top layer which was fartheraway from the surface. In this example, the top and bottom layersincluded an equal mass of magnets. Hence, the bottom layer has moreinfluence.

In alternate embodiments, the amount of magnet mass in each layer can bevaried. For example, more magnet mass can be placed in the top layerrelative to the bottom layer. The greater magnet mass in the top layercan be used to offset its greater distance from the surface as comparedto the bottom layer. Thus, the lift can be driven closer to zero.

In operation, at low RPMs, a STARM can be started in position 204, suchthat a minimum amount of lift and drag are generated. Then, once athreshold RPM is reached, the magnets layers can be shifted fromposition 204 to position 202. This approach may lessen the peak amountof drag which a STARM with this configuration generates.

In some embodiments, a hover engine can be multiphasic. The lift anddrag which are generated from the hover engine depend on the velocity ofthe output magnetic field. A multiphasic hover engine may be configuredto output magnetic fields which move at different velocities overdifferent regions of the device. Thus, the lift and drag characteristicscan be varied from region to region of the STARM.

For example, as shown in FIG. 11, a STARM 210 includes in a first region222 between the outer radius 212 and a first radius 214, which includesthe permanent magnets, such as 216 a and 216 b. In the first region, themagnets and the magnetic fields are rotated at a first rate relative toaxis 218. In a second region 222, between the first radius 214 and theaxis of rotation 218, the magnetic fields are rotated at a second raterelative to the axis of rotation 218. More regions with different phasesare possible and the example in FIG. 11, which shows just two regions,is shown for the purposes of illustration only.

A hover engine can include different mechanisms for rotating themagnetic fields in each region at different rates. For example, an outerdisk including the permanent magnets and/or electromagnets and an innerdisk including permanent magnets and/or electromagnets can be providedwhere hover engine can be configured to mechanically rotate the outerdisk and inner disk at different rates. The outer and inner portions ofthe disk are necessarily mechanically decoupled from one another toallow for the different rotation rates.

In another embodiment, the disk can be a single piece configured torotate at a single rate. Thus, the permanent magnets near the edge canrotate at the rate the disk rotates. However, in the inner region, themagnetic fields generated by the electromagnets, such as 224, can beconfigured to rotate at an effective rotation rate relative to thesubstrate which is different than the rotation rate of the disk. Thedifferent rotation rates can be generated by time varying the currentsreceived by the electromagnets. Thus, relative to the substrate 226, theeffective rotation rate of the magnetic fields generated by theelectromagnets can be different than the rotation rate of the magneticfields of the permanent magnets, which depends on the rotation rate ofthe disk. For example, the current to the electromagnets can be cycledin an opposite direction as the mechanical rotation of the disk, suchthat the velocity of the magnetic field generated by the electromagnets,relative to the substrate is less than the rotation rate of the magneticfield of the permanent magnets relative to the substrate. If the currentto the electromagnets is cycled in the same direction as the rotatingdisk, then the velocity of the magnetic field from electromagnetsrelative to the substrate can be greater than that generated from thepermanent magnets.

In other embodiments, the disk may not rotate at all. Instead, thecurrent to the electromagnets can be cycled such that a magnetic fieldvelocity is generated relative to the substrate. When two or more rowsof electromagnets are provided at different radii from the axis ofrotation, each row can be cycled at different rates to vary the lift anddrag characteristics from region to region.

In one embodiment, the magnitude of the current sent to eachelectromagnet, which can be a coil with a number of turns, can be variedsuch that the current is greater on one half of the bottom surface ofthe disk as compared to the other half of the bottom surface of the disk(the bottom surface referring to the side which faces the substrate). Inparticular, when an electromagnet is located on a first half of thedisk, a controller can be configured to apply more current to theelectromagnet than when it is located on the second half of the disk. Byvarying the current in this manner, a force imbalance can be createdwhich can be used for propulsion. In particular embodiment, the forceimbalance can cause a greater drag on one side of the disk as opposed tothe other side of the disk. The drag imbalance can result in thegeneration of a force which can be used to propel and possible control adirection of a vehicle. Details of navigation, guidance and control aredescribed below.

In other embodiments, depending on the material used to fabricate STARMin FIG. 11, a tertiary magnetic field can be induced in the STARM fromthe magnetic field induced in the substrate. For example, the innerregion of the STARM can be composed of non-ferromagnetic material, suchas copper, or a combination of ferromagnetic and non-ferromagneticmaterials, such as aluminum and cast iron or only a ferromagneticmaterial, such as iron. The electromagnets in the inner core can becontrolled to generate a moving magnetic field which induces eddycurrents in the substrate. The eddy currents induced in the substratecan induce eddy currents and/or alignment of magnetic fields in theSTARM material which results in attractive force between the STARM andthe substrate. This approach can be used in single phase device and theexample above is provided for the purposes of illustration only.

FIG. 12 shows a top view of a STARM design 230 which may be used togenerate magnetic lift. When used in a hover engine, the bottom side ofthe STARM designs would face the substrate. The STARM is configured torotate about axis 232. In FIG. 12, four magnets, 234 a, 234 b, 234 c and234 d, are shown, which can be permanent magnets or electromagnets. Themagnetic field lines of all four magnets can all link together. Thispattern can produce a STARM with a magnetic flux distribution which isgreater on the bottom side of the STARM as compared to the other side ofthe STARM.

In FIG. 12, the arrows inside of magnets 234 a and 234 c point to thenorth pole of each magnet. The poles of two of the magnets are alignedapproximately perpendicular to the axis of rotation and two of themagnets are aligned approximately parallel to the axis of rotation 232.The polarity of magnet 234 b is aligned approximately parallel to theaxis of rotation and is directed into to the page, i.e., the circle withan “x” is a south pole. Magnet 234 d is directed out of the page, i.e.,the open circle on the top of magnet 234 d is a north pole. Thedirections of the magnets can be varied from being parallel to the axisof rotation and perpendicular to the axis of rotation and the example inFIG. 12 is provided for the purposes of illustration only.

The pattern of permanent magnets can be repeated multiple times at agiven radius. For example, patterns of eight, twelve, sixteen permanentmagnets can be used. In addition, a single pattern involving more thanfour magnets, such as five, six, seven, etc., can be used to generate aone-sided magnetic flux distribution. These patterns can also berepeated. In addition, at multi radii, different patterns of magnets canbe arranged. For example, four magnets can be arranged at a first radiusand eight magnets can be arranged at a second radius. The eight magnetscan be two repetitions of the four magnet pattern or a unique patterninvolving eight magnets.

A magnet field alignment region can refer to an area on a STARM with acommon magnetic field alignment. Each magnetic field alignment regioncan be formed from one or more magnets. For example, in FIG. 12, themagnetic field alignment region associated with the circle with a crossbounded by the square can be associated with a first magnetic fieldalignment region. The first magnetic field alignment region can beformed from a single cubic magnet aligned in the indicated direction ormultiple magnets aligned in the indicated direction. When multiplemagnets are used in a magnetic field align region, the magnets can touchor may be space slightly parts.

The shape and area of each magnetic field alignment region can vary fromregion to region and don't have to be equal in area. In the example inFIG. 12, for cubic magnetic field alignment regions are formed from fourcubic magnets. Thus, the magnetic field alignment regions appear squarewhen viewed from the bottom of the STARM. In other embodiments, theshapes could be triangular, circular or a general polygon shape wherethe shape from magnetic alignment region to magnetic alignment regionvaries. For example, two square and two circular regions.

An example of a STARM 240 with different sized magnetic field alignmentregions is shown FIG. 13. A first and a second magnetic field alignmentregion are formed from magnets 242 a and 242 c. Magnets 242 a and 242 chave a cubic cross section. A third and a fourth magnetic fieldalignment region are formed from magnets 242 b and 242 d. Magnets 242 band 242 d have curved portions and a larger cross sectional area thanmagnets 242 a and 242 c.

Returning to FIG. 12, in general, the shapes and weight distribution ofthe magnets can be chosen such that the STARM is balanced for rotationalpurposes. Thus, in the example of FIG. 12, two opposite pairs ofmagnetic alignment regions may have the same shape and weightdistribution. However, in some embodiments, the two opposite pairs ofmagnets can have different shapes and weight distributions if the STARMis balanced in some other manner. Thus, the magnet patterns don't haveto symmetric.

In FIG. 12, the top cross section view is a square because of the way acubic magnet is secured in the STARM 230. In other embodiments, thecross sectional can vary into the page and doesn't need to be constant.For example, the magnets can be tetrahedrally or pyramidally shaped andthe cross section can vary in the direction of the axis of rotation intothe STARM.

An alignment pattern of the magnetic field lines along a circumferenceof the STARM at a particular radial distance from the axis of rotationcan be used to define a wavelength associated with a directional patternof the magnetic field lines. It is believed the wavelength may affectthe strength of the induced eddy currents and hence, the lift and drag,which results from the induced eddy currents. The wavelength can beincreased or decreased by placing the magnetic field regions closer orfather away from the axis of rotation.

In addition, the wavelength can be affected by repeating the pattern ofmagnetic field alignments region as shown in FIG. 12. For example, ifthe pattern of magnetic field alignment regions is repeated twice arounda circumference at a particular radius, then the effective wavelength atthe radius can be reduced in half. If the pattern of magnetic alignmentregions is repeated three times around a circumference at a particularradius than the effective wavelength can be reduced by third. In variousembodiments, the wavelength can be varied to adjust the lift and draggeneration capabilities of the STARM as a function of rotationalvelocity.

In FIG. 14, a hybrid STARM 250 is shown. The hybrid STARM 250 includesfour magnetic alignment regions. Permanent magnets, 252 a and 252 c, areused to generate two magnetic field alignment regions andelectromagnets, 252 b and 252 d, are used to generate two magneticalignment regions. The directions of each of the four magnetic alignmentregions are indicated in FIG. 14 and are similar to FIG. 12. Thepolarity pattern provides a strong side and a weak side. The strong sideis the beneath the STARM 250. Thus, a conductive substrate would beplaced below the STARM 250.

The two electromagnets, 252 b and 252 d, are coupled to a current source256 and a controller 254. The controller 254 can be configured tocontrol a magnitude of the current to each electromagnet and/or adirection of the current to each electromagnet. The direction of thecurrent affects a subsequent polarity direction of a magnetic fieldwhich is generated. For example, by changing the direction of thecurrent, the side of the STARM 250 with the stronger magnetic field canbe flipped from one side to other side. By alternating the directionaccording to some pattern, the amount of time which is the strong sideand the amount time which is the weak side of the STARM can be varied.This effect can be used to affect the magnitude of eddy currents whichare induced in the substrate by the STARM 250 and hence the amount ofmagnetic lift and drag which are generated.

As an example, at start up, the current direction can be selected suchthat the strong side of the STARM 250 is away from the substrate, whichminimizes drag. Once the STARM 250 reaches a particular thresholdvelocity, the current direction can be flipped such that the side of theSTARM 250 with the strong magnetic field faces the STARM to startgenerating greater lift and/or more drag. Because the magnitude of thelift and drag varies a function of the rotational velocity, the STARM250 can be controlled such that the strong side faces the substrate at arotational velocity which is desirable for startup. For example, theSTARM 250 can be spun-up with the weak side facing the substrate untilpast the peak drag rotational velocity and then can be flipped.

In another example, the current direction can be flipped repeatedly onthe electromagnets where the interval between flips is controlled. Usingthis approach, the percentage of time at which the strong side of theSTARM faces the substrate can be gradually increased. With thisapproach, it may be possible to spin the STARM at a constant velocity,such as a velocity at the motor operates most efficiently and then varythe lift and drag generated by the STARM by affecting the amount of timethe strongest magnetic field faces the substrate.

It is noted that turning off the electromagnets can reduce the amount oflift and drag generated by the STARM as compared to when the STARM isactively controlled to have the strong side of the magnetic field facingtowards the substrate. However, the amount of lift and drag, which isgenerated when the electromagnets are turned-off may be greater than ifthe STARM is actively controlled such that the strong side of themagnetic field generated by the STARM faces away from the substrate.Thus, in some embodiments, the electromagnets can be turned off tolessen the lift and drag which is generated. An advantage of thisapproach is that it requires no power. However, the lift and drag whichare generated may be greater than if the electromagnets were activelycontrolled. Further, this feature can act as a fail safe mode in thesituation where current is lost for some reason to the electromagnetsduring operation of the STARM.

In another embodiment, to reduce drag, a mechanism can be used whichrotates the permanent magnets in place to point the magnetic poles in adifferent direction. For example, in FIG. 14, one or both of thepermanent magnets, 252 a and 252 c, can be coupled to a mechanism whichcan rotate the magnetic poles from pointing perpendicular to the page topointing tangential to the page (Also, angles in between). The change inorientation can change the amount of magnet lift and drag which aregenerated. Rotating one or more permanent magnet in place on a STARM isanother mechanism which can be used to control a magnitude of themagnetic force which is generated.

FIG. 15 shows one embodiment of an electromagnetic STARM 260. In thisexample, rather than rotating the STARM 260, using the controller 264,the current to the electromagnets can be cycled with some pattern tosimulate the STARM rotating at some velocity. The current source 266 canbe a battery or a generator. Thus, a motor used to turn the STARM 260may not be required. When the STARM doesn't rotate, it doesn't have tobe circular or balanced as in the case when the STARM rotates.

The current can be controlled to turn the STARM on and off Since a spinup is not required, the STARM can be started and operated at a desiredlift to drag ratio. For example, the STARM can be started with aninitial effective rotational velocity which is greater than the peakdrag rotational velocity of an equivalent rotating STARM.

Further, since the electromagnets can be turned on and off, differentalignment patterns of the magnets can be used rather than when permanentmagnets are used and the example above is provided for the purpose ofillustration only. In various embodiments, any of the magnetic polaritypatterns described herein can be embodied using permanent magnets,electromagnets or a combination of permanent magnets and electromagnets.In addition, the direction of current can be changed. Thus, thedirection of the magnetic polarities and associated magnetic field linesshown in FIG. 15 can be changed as a function of time.

FIG. 16 shows an example of a STARM 270 with the capability to turn onand off the electromagnets and change a direction of the current. TheSTARM includes four pairs of electromagnets where each pair includescurrent loops arranged to generate a magnetic field parallel to axis ofrotation and current loops arranged to generate a magnetic fieldperpendicular to the axis of rotation 275. For example, circuit 276 isconfigured to generate a magnetic polarity direction parallel to theaxis of rotation and circuit 278 is configured to generate a magneticpolarity parallel to the axis of rotation. A controller 272 can becoupled to the eight current loops and a current source 274.

Using the controller 272, one current loop in each pair can be turned onat a time in a desired direction to produce the magnetic alignmentpattern shown in FIGS. 12-15. Then, the pattern can be rotated clockwiseor counter wise by turning on the appropriate electromagnet in eachpair, such as 276 and 278, with the current in the appropriatedirection. The rate the electromagnets are turned on and off and therate the pattern is rotated can simulate the effect of a rotating STARMwith permanent magnets in the alignment pattern shown in FIG. 12.

In this example, the STARM 270 is square shaped. Since the STARM doesn'thave to rotate any shape can be utilized and a square is utilized forthe purposes of illustration only. In the case where a STARM rotates, itdoesn't necessarily have to be circular. For example, a non-circularshape which is rotational balanced can be used.

Other more complex patterns involving additional circuits are possibleand this example is provided for the purposes of illustration only. Forexample, the pattern of pairs of electromagnets can be repeated at agiven radius, such four, eight, twelve, etc. Further, patterns atdifferent radii from the center can be repeated. For example, at a firstradius, four pair electromagnets can be placed and at a second radiuseight pair of electromagnets can be placed.

In yet other embodiments, the magnet polarities represented by themagnet coil orientations can be discretized into multiple coil loopsaligned in the same direction to provide different magnetic fieldalignment regions. For example, rather than a coil loop normal to thepage and one tangential to the page at each location one coil loopnormal to the page and two coil loops tangential to the page can beused. In another example, two coil loops normal to the page and two coilloops tangential to the page can be used at each location. In addition,the number of coils in each coil loop and the diameter of each coil loopcan vary from loop to loop. Different circuit configurations arepossible and the example of coil loops is provided for the purposes ofillustration only.

A more detailed description of a hover engine is described with respectto FIGS. 17A, 17B and 17C. FIG. 17A is a perspective view of a STARM400. The STARM 400 is 10 inches in diameter. In various embodiments, theSTARMs used on a device, such as a hoverboard can be between four andfourteen inches in diameter. However, for other devices, larger orsmaller diameter STARMs may be used.

Generally, the size of the STARM will depend on the volume of magnets tobe accommodated and the arrangement of magnets used. As will bedescribed in more detail below different magnet configurations allow forand require different packaging schemes. The total volume of magnetswhich are used will depend on a desired maximum payload weight to belifted and an operating height. Once, the total volume of magnets isdetermined, it can be distributed among one or more hover engines inselected configurations. Based upon the volume of magnets used in ahover engine and a selected magnet configuration, i.e., the distributionof the magnet volume on the STARM and polarity directions utilized,appropriate motors needed to rotate the STARM can be selected where amotor may turn one or more STARMs. As an example, the volume of magnetson a hoverboard, which can be distributed among one or more STARMS, canbe between thirty and eighty cubic inches.

In general, various ratios of motors to STARMs can be utilized in ahover engine. For example, a hover engine can include one motor whichturns one STARM. As another example, a hover engine can include onemotor which drives two or more STARMs. In another example, a hoverengine can include two motors which drive one STARM. In general, one ormore motors can be paired with one or more STARMs where the number ofmotors can be less than equal to or greater than the number of STARMs.Thus, the example of a hover engine including one motor and one STARM isprovide for the purposes of illustration only and is not meant to belimiting.

Returning to FIG. 17A, the STARM includes a raised outer ring 405. Adistance from a bottom of the STARM 400 to a top of the outer ring isabout 1.13 inches. This height allows one inch cubed magnets to beaccommodated. In one embodiment, twenty one inch cube magnets arearranged within the outer ring. To accommodate more cubic magnetsarranged in a circle, such as four more magnets to provide an additionalrepetition of the polarity pattern, a larger outer ring can be used.Using less cubic magnets, a smaller radius may be employed. Differentshaped magnets and different polarity patterns can allow for differentpackaging schemes. Thus, this example, where the magnets are arranged ina ring is provided for the purposes of illustration only and is notmeant to be limiting.

In one embodiment, the STARM 400 including the outer ring 405 can beformed from a number of layers, 402, 408, 410, 412, 404 and 414, fromtop to bottom, respectively. Layers 402 and 414 form a cover over thetop and bottom portions of the magnets in the outer ring. In oneembodiment, layers 402 and 408 are about 0.065 of an inch thick. Inalternate embodiment, one or both of layers 402 and 408 can beeliminated. In one embodiment, the top and bottom layers can be formedfrom a material such as aluminum. In another embodiment, the top layer402 can be formed from a material with magnetic properties, such asmu-metal, iron or nickel.

Layers 408, 410, 412, 404 each include twenty apertures to accommodatetwenty magnets. More or less magnets and hence more or less aperturescan be utilized and this example is provided for illustrative purposesonly. The total thickness of the layers is one inch and each layer is0.25 inch thick. In one embodiment, two layers are formed frompolycarbonate plastic and two layers are formed from aluminum. Thepolycarbonate plastic can reduce weight. In various embodiments, thethickness of each layer, the material used for each layer and the numberof layers can be varied. For example, different metals or types ofplastics can be used. As another example, a single material can be usedfor each of the layers.

When the layers are aligned, the one inch cube magnets can be insertedthrough the layers. For different shaped or different size magnets, suchas rectangular shaped magnets, trapezoidal shaped magnets or 1.5 cubicinch magnets, a different aperture shape or size can be used. In oneembodiment, an adhesive can be used to secure the magnets in place, suchas super glue. When secured, the bottoms of the magnets areapproximately flush with the bottom of layer 404. This feature canmaximize the height between the bottom of the magnets and the substratewhen a vehicle using the STARM design 400 is hovering.

One or more layers can include apertures, such as 416, that allowfasteners to be inserted. The fasteners can secure the layers together.In another embodiment, an adhesive can be used to secure one or more ofthe layers to one another. In alternate embodiment, the layers 404, 408,410 and 412 can be formed as a single piece.

FIG. 17B is a side view of STARM 420 with an embedded motor 422. Thecross sections of two magnets, 415, are shown within the outer ring 405.The top of the magnets is flush with the outer top of layer 408 and thebottom of the magnets is flush with the bottom of layer 404. In variousembodiments, the STARM 420 can be configured to receive magnets between0.5 and 2.5 inches of height.

In one embodiment, the top of the magnets may extend above the top ofthe 408. Thus, the outer ring 405 may only extend partially up the sidesof each magnet. This feature may allow the magnets to be secured inplace while reducing weight.

In alternate embodiments, using different magnet configurations, themagnets may be positioned beneath the motor. Further, the motor doesn'tnecessarily have to be direction above the STARM 420. For example, abelt, gearing or some other torque transmission mechanism may be used toplace the motor to the side of the STARM 420. Further, in someembodiments, a motor may drive multiple STARMs. In addition, the motorrotational axis and the axis of rotation of the STARM don't have to beparallel to one another. For example, the motor rotational access can beangled to the axis of rotation of the STARM, such as perpendicular tothe axis of rotation. Then, a belt and/or gearing system can be used totransfer and change the direction of the torque output from the motor.

The inner radius 424 of the outer ring 405 is greater than a radius ofthe motor 422. Thus, the motor can be inserted within the outer ring andsecured to layer 404 such that the STARM 420 can be rotated when themotor is operated. Thus, the outer ring extends along the side 430 ofthe motor. An advantage of mounting the motor in this manner is that theoverall height profile of the hover engine may be reduced as compared tomounting the motor 422 at a height above the top of the outer ring.

In various embodiments, the height 428 height of the outer ring may beless than the height of the motor 426, such that the outer ring extendspartially up the side 430 of the motor 422. In another embodiment, theheight 428 of the outer ring 405 and the height of the motor can beapproximately equal. In yet another embodiment, the height 428 of theouter ring can be greater than the height of the motor.

It may be desirable to increase the height 428 to accommodate tallermagnets. Taller magnets may be used to increase the amount of magneticlift which is generated when the magnets, such as 415 are at a greaterdistance from a substrate. The volume of a magnet including its heightcan affect the strength of the magnetic field at a particular distancewhich extends from a magnet.

In various embodiment, a trade-off can be made between the distributingthe magnets over a greater height range or over a greater area on thebottom of the STARM. For given volume of magnets, the foot print on thebottom of the STARM can be reduced by using taller magnets. Reducing thefoot print may allow a smaller radius STARM to be used. However, aheight of the hover engine may be increased.

Alternatively, the volume of magnets can be spread out over a largerarea to provide a larger foot print of magnets on the bottom of theSTARM. The larger foot print allows the maximum height of the magnets tobe reduced and possible the maximum height of the hover engine to bereduced. However, a larger foot print may require a STARM with a largerradius.

The motor, such as 422, used to rotate a STARM can be electric orcombustion based. In general, any type of motor which outputs a suitableamount of torque can be used. An electric motor requires a power source,such as battery or a fuel cell, to supply electricity. A combustionmotor requires a fuel which is combusted to operate the motor. Batterytypes include but are not limited to batteries with a lithium or zincanode, such as lithium ion, lithium polymer or a zinc-air system.

An electric motor can be configured to output torque about a rotationalaxis. The electric motor can include a configuration of wire windingsand a configuration of permanent magnets. Current is provided throughthe windings to generate a magnetic field which varies as a function oftime. The magnetic field from the windings interacts with magnetic fieldfrom the permanent magnets to generate a rotational torque. AC or DCmotors can be utilized, such as an induction motor or a DC brushlessmotor.

In various embodiments, the windings can be configured to rotate whilethe magnets remain stationary or the magnets can be configured to rotatewhile the windings remain stationary. An interface, such as a shaft, canbe provided which couples the rotating portion of the motor to the STARM400. In FIG. 26A, the STARM 400 is configured to interface with themotor at 406.

The non-rotating portion of the motor 422 can be integrated into a motorhousing which surrounds the magnets and the windings. The motor housingcan include an interface which enables it to be attached to one morestructures associated with a device. In another embodiment, non-rotatingportion of the motor can include an interface which allows it to bedirectly attached to one or more structures associated with themagnetically lifted device.

In a particular embodiment, the core of the motor 422 can be stationarywhere both the magnets associated with the motor and the magnetsassociated with the STARM rotate around the stationary core. Onenon-rotating support structure can extend from the core which allows themotor and STARM to be coupled to the device. A second non-rotatingsupport structure can extend from the core which provides support to aportion of a shroud which is interposed between a bottom of STARM andthe substrate which supports the induced eddy currents (see FIG. 17C).Various shroud configurations which can be utilized are described inU.S. Ser. Nos. 14/639,045 and 14/639,047, which are previouslyincorporated herein.

The arrangement of magnets in the motor 422 can include poles which aresubstantially perpendicular to the axis of rotation of the motor (oftenreferred to as a concentric electric motor) or can include poles whichare substantially parallel to the axis of rotation of the motor (oftenreferred to as an axial electric motor). In one embodiment, a windingconfiguration, such as the winding configuration associated with anaxial motor, can be used to induce eddy currents in a substrate. Inthese embodiments, there are no rotating parts and the STARM and themagnets associated with an electric motor are eliminated. As part of ahover engine, the windings can be tilted relative to a device togenerate control forces in a manner previously described above.

In yet another embodiment, the magnets associated with the motor 422 canbe removed and a motor winding can be designed which interacts directlywith the magnets in the STARM. For example, a winding can be placedabove magnets 415 to interact with the magnetic flux above the magnetsor a winding can be placed around the outside of magnets 415 or aroundthe inside of magnets 415. A current applied to the winding to cause theSTARM to rotate. As described above, rotation of the STARM can causeeddy currents to be induced in a portion of a substrate.

As an example, the motor 422 can include an outer ring configured torotate. The STARM 400 can mounted be to the outer ring of the motor 422instead of to a shaft extending from the center of the motor. This typeof motor design can be referred to as an outboard design. This featuremay allow the portion of layers 404 and 412 within the inner radius 424of the outer ring 405 to be removed such that the bottom of the motor iscloser to the bottom of the outer ring 405. One advantage of thisapproach is that the overall height of the STARM 420 and motor 422 maybe reduced.

In a particular embodiment, the outer ring 430 of the motor and theouter ring 405 of the STARM may be formed as an integrated unit. Forexample, the outer ring of the motor 422 can have a layer extendingoutwards from the side 430. The layer extending from the side 430 caninclude a number of apertures through which magnets can be inserted.Optionally, one or more layers with apertures, such as 408, 410 and 412,can be placed over the magnets.

In general, in a hover engine, the support structures associated withthe STARM, the stator of the motor, the shroud and housing can beintegrated with one another. For example, an enclosure for the motor andSTARM can include an integrated shroud. In another example, thestructure forming the rotor for the motor can be integrated with thestructure for the STARM. In another example, all or a portion of thestructure forming the stator of the motor can be integrated with ahousing and/or shroud associated with the hover engine.

FIG. 17C is a side view of a hover engine 450 having a STARM 465integrated with a motor in accordance. The hover engine 450 includes astationary core 456 with windings configured to interact with magnets460 to rotate the magnets. The core is attached to the support structure464. The support structure 464 can provide a first interface to attachthe hover engine to a hover board. In addition, the support structure464 can be coupled to a housing 452 which surrounds both motor and theSTARM 465. The support structure 464 may be used to help maintain a gapbetween the bottom of the STARM 465 and the housing 452.

In one embodiment, a small protuberance 466 may be provided at the endof support structure 464. The small protuberance 466 can be formed froma metal or a material with a low friction coating, such as a Tefloncoated material. The small protuberance can provide a small stand-offdistance when the hover engine is near the ground, such as duringtake-off and landing. It can help prevent the STARM 465 from impingingthe ground. In particular embodiments, the protuberance 466 can becoupled to a portion of the hover engine which rotates or a portionwhich remains static during operation.

The STARM 465 includes a structure 458 surrounds the magnets 454. Asdescribed above, the structure 462 surrounding magnets 460 and thestructure 458 surrounding magnets 454 can be formed as a single piece.The magnets 454 and 460 may be shaped differently and have differentsizes relative to one another.

In various embodiments, bearings (not shown) can be provided between thesupport structure 464 and the structure 458 to allow the STARM 465 torotate about the stationary core. In lieu of or in addition to bearingsbetween the STARM structure 458 and the support structure 464, bearingscan be provided at one or more locations between the housing 452 and thestructure 458. For example, bearings may be placed between the bottom ofthe STARM 465 and the housing 452 to help maintain the spacing betweenthe housing 452 and the STARM 465 on the bottom of the STARM. In anotherexample, a bearing may be placed between the side of the STARM and theside of the housing 452 to maintain the spacing between the inner sideof the housing 452 and the side of the STARM.

In one embodiment, the height of the hover engine can be less than threeinches. In another embodiment, the height of the hover engine can beless than two inches. In yet another embodiment, the height of the hoverengine can be less than one inch. The magnets are packaged between a topand a bottom height of the hover engine. Thus, in each of theseexamples, the maximum height of the magnets will be at most the same asthe height of the hover engine. Typically, the maximum height of themagnets will be less than the height of the hover engine.

In FIGS. 18, 19 and 20, an alternate hover engine design 280 is shown.In this embodiment, four permanent magnets, 282 a, 282 b, 282 c and 282d, are each rotated around a separate rotation arm with rotation axes,such as 284 a and 284 b, which is perpendicular to the axis of rotation290 of the motor 292. The direction of rotation of each magnet of thefour magnets around their respective axes is illustrated in FIGS. 18 and19.

In particular, the lines with arrows indicate a direction of rotation,e.g., 288, of each of the magnets. In this example, the magnets rotatecounter clock-wise. The circles with the arrows, “x”, or blank representthe polarity directions of magnets, 282 a, 282 b, 282 c and 282 d. Themagnets are orientated, such as that a one-side flux magnetic fluxdistribution is generated as previously described above.

As the magnets rotate in unison, the orientation of the magnetic poleschange, such that the one side flux distribution appears to rotate in aclockwise direction, i.e., the direction the motor is rotating 290. Areverse in a direction of the motor would cause the one sided fluxdistribution to move in the opposite direction. The change in themagnetic flux distribution as a function of time can cause aninteraction with a conductive substrate to generate magnetic lift.Further, as described above, the motor and the rotating magnets can betilted relative to a conductive substrate to generate propulsive forces.

In one embodiment, the magnets are coupled to the motor 292 via a gearsystem to transfer the rotational movement of the motor to each of thefour magnets via the four rotation arms coupled to the motor. The fourrotation arms can each include an axel which is coupled to a supportstructure in some manner (not shown). The support structure can includerotational bearings.

The magnets are shown as boxed shaped. However, different shapedmagnets, such as cylindrical shaped magnets can be used. In addition,more than four rotational arms along which permanent magnets arearranged can be used.

The length of each magnet can vary from rotation arm to rotation arm.Further, the shape of each magnet can vary along each rotation arm.Also, the moment of inertia of the magnets can vary along each of therotation arms. For example, more magnet mass can be concentrated atdifferent locations along the rotation arms.

In one embodiment, while maintaining the one side flux distributions,the magnet polarities can vary along each of the rotation arms. Forexample, the magnets shown in FIG. 18 can be split into two parts alongeach of the rotation arms. Then, on each rotation arm, one of the twomagnets can be rotated by some amount around the rotation arm relativeto the other magnet, such that the north and south poles on each of thetwo magnets on each rotation arm are no longer aligned. In operation,two regions of one side flux distributions are generated where the polesappear to rotate. However, in each region, the magnetic poles are offsetrelative to one another. The amount of offset depends on how far themagnets are rotated relative to one another.

An example of configuration where the magnet polarities vary along therotation arm is shown in FIG. 20. On each rotation arm, two permanentmagnets, such as 298 a and 298 b, are shown. In this example, magnet 298a has a larger mass than magnet 298 b and has a different polaritydirection. A motor (not shown) transfers torque to cog 294. Cog 294turns in a clockwise direction 290 to turn gears, such as 296, in acounter clockwise direction as indicated by the arrows.

Track Configurations

Next, a few examples of track configurations are described with respectto FIGS. 21-24. As described above, a hover engine induces eddy currentsin a conductive substrate. The material properties of the conductivesubstrate affect the properties of the eddy currents which aregenerated. When a conductive substrate is utilized in a track which isassembled in segments. Depending on how the track is assembled, theconductive properties can change at the interface between the segments.The change in conductive properties can affect how much lift and dragare output from a hover engine when the hover engine passes over theinterface. At the edge of track, the eddy currents can also be affectedby the limited area, i.e., the eddy currents can't extend beyond theedge of the track. Thus, again, the lift and drag which are output froma hover engine can change as it approaches and interface.

Track segment interfaces are described with respect to FIG. 21. In FIG.20, a track 300 including four segments, 302 a, 302 b, 302 c and 302 dis shown. The segments can be formed from a conductive material, such asbut not limited to copper.

In one embodiment, the track pieces may be simply pushed together andheld in contact with one another via a mechanical system. In anotherembodiment, the pieces may be electrically insulated from one another.Thus, current may not flow from segment to segment.

In yet another embodiment, a conductor, such as a metallic strip can beused between the segments. For example, a flexible conductive strip 306is used as a contact between the two segments 302. The conductive strip306 includes ridges. When the two segments are pushed together, theconductive strip 306 can flatten to increase the contact area providedby the strip.

The conductive strip can be incorporated in a frame (not shown). Theframe can include interlocking pieces that allow two segments to bemechanically joined. In a further embodiment, a conductive paste 304 oradhesive can be used at the interface. The conductive paste can be usedalone or combination with other methods, such as the conductive strip306.

In one embodiment, a track can have holes. In FIG. 22, a track 310 withsquare holes is shown. The holes can be formed by removing material,such as stamping out holes in a copper sheet. In another example, theconductive strips, such as metal strips can be interleaved to form thetrack 310.

Rather than being holes which pass all the way through the substrate314, a portion of material may be removed, such as to form squarerecesses. Further, track can be formed in the layers where the layersmay have different degrees of solidity. For example, a top layer of atrack can be formed from a solid sheet while one or more layers belowthe top layer can have apertures, such as stamped holes or via use of awire mesh.

A track 310 with holes can reduce the ability of eddy currents to flowthrough the track. In simulations, it was predicted that holes canchange the amount of lift and drag output from a hover engine. Inparticular, less lift and more drag was generated from a hover engineoperating over a solid track as compared to a track with holes.

One advantage of forming a track with holes can be a reduction in anamount of conductor which is needed. Further, a track with holes mightbe used to bring a hover vehicle to rest. The amount of material whichis removed can be increased from a first position to a second position.As a vehicle travels from the first position to the second position, thelift can decrease and the hover height of the vehicle will be decreaseduntil the vehicle is brought to rest on the top surface of the track. Inanother embodiment, the track can be thinned from the first position tothe second position. During this maneuver, the hover engine can operateat a constant condition, such as at a constant RPM. This approach may beused as an alternate or in conjunction with changing the RPMs of thehover engine to bring it to rest.

Heat can be generated as a result of the resistance of a conductor tothe flow of electrons induced by a hover engine. In some embodiments, atrack configuration can include integrated cooling mechanisms. Forexample, as shown in FIG. 23, pipes 324 can be placed below theconductive substrate 320 in some medium 322, such as concrete, dirt orgravel. The pipes can be configured to carry a fluid or a gas whichcarries away heat generated in the conductive substrate. The pipes 324can be made from a conductive material, such as copper. In thisinstance, eddy currents can be induced in the pipes which can affect themagnetic forces acting on the vehicle. In other embodiment, plastic orsome other material can be used to form the pipes.

As another example, as shown in FIG. 24, cooling fins 322 are providedbeneath the conductive substrate 330. The cooling fins 332 can beconfigured to carry away heat from the conductive substrate. In oneembodiment, the heat can be radiated into air gaps 334 between the fins.In some embodiments, a forced air system can be used to move air throughthe air gaps to cool the fins. In another embodiment, water can becirculated between the gaps of the cooling fins to carry away heat fromthe cooling fins. The cooling fins will be generally be formed from athermally conductive material, which may be the same or different thanthe material used for the conductive substrate 330.

Magnetic Lift and Propulsion

Next, some details involving propulsion of a vehicle including one ormore STARMs are described with respect to FIGS. 25A-34B. In particularembodiments, an orientation of one or more STARMs relative to asubstrate can be used to generate propulsive and/or control forces.Other mechanisms of propulsion are possible, alone or in combinationwith controlling the STARM orientation to generate propulsive anddirectional control forces. Thus, these examples are provided for thepurpose of illustration only and are not meant to be limiting.

In FIG. 25A, a STARM 330 is shown in a neutral position. The STARMincludes magnets, such as 338 a and 338 b. In the neutral position, thelifting forces 334 on average over time are equal across the bottomsurface of the STARM 330. Further, the net drag forces 332 acting on theSTARM 330 are balanced (While rotating, the STARM generates a magneticfield which is moved through the conductive substrate 336. The eddycurrents formed in the substrate as a result of the moving magneticfield resist this movement, which can act as a drag force 332 on theSTARM 330). With imbalances due to lift and drag balanced, the STARM 330will substantially remain in place of over the conductive substrate.

Small imbalances may exist, which cause the STARM to move in onedirection or another. For example, local variations in materialproperties in the conductive substrate 336 can cause small forceimbalances. As another example, the dynamic vibration of the STARM 330,such as from adding or removing loads can cause small force imbalances.However, unless the small force imbalances are biased in a particulardirection, the STARM will remain relatively in the same location (i.e.,it might move around a particular location in some manner).

If the rotational momentum is not balanced, the STARM may rotate inplace. A vehicle can include multiple STARMs which are counter rotatingto balance the rotational forces. Further, as will be described below inmore detail, the orientation of a STARM can be controlled to generate amoment around a center of mass of a vehicle, which allows the rotationof a vehicle to be controlled.

FIG. 25B shows the STARM 330 in a tilted position. The STARM 330 hasbeen rotated around an axis 342 which is perpendicular to the axis ofrotation 335 of the STARM 330. When the STARM 330 is tilted, more dragis generated on the side of the STARM 330 closest to the substrate 336.As is described in more detail below, the drag typically increases whenthe magnets are brought closer to the substrate. The drag imbalance onthe different sides of the STARM causes a thrust to be generated mostlyin the direction of the tilt axis 342, i.e., into or out of the page.For some magnet and system configurations, the lift 344 can remainrelatively constant or even increase as a function of tilt angle, i.e.,lift 344 can be greater than lift 334. The amount of thrust may increasewhen the tilt angle is first increased. The amount of tilt which ispossible can be limited to prevent the STARM 330 form hitting thesubstrate 336.

FIG. 26 shows an example of a hover engine including a STARM 330 andmotor 352 climbing an inclined substrate 336. The hover engine is tiltedto generate a propulsive force 331 which moves the hover engine indirection 333 up the included surface. In one embodiment, the magnitudeof the propulsive force 331 can be sufficient for a hover engine to lifta payload in a vertical direction. For example, the conductive substrate336 can be aligned vertically and the hover engine can be configured toclimb vertically and carry its weight and a payload up the wall.

Various mechanisms may be used to keep the hover engine close to thevertical surface. For example, the hover can be held in place relativeto the vertical surface using a track of some type. In another example,a mechanism can be used which pulls the hover engine towards thevertical surface can be used. As described above, hover engines can beconfigured to generate an attractive force which can be used to keep thehover engines close to a vertical surface when it is climbing. Moredetails of track configurations for horizontal motion and verticalclimbing are described in the section titled “Applications.”

FIG. 27 shows an example of a hover engine braking as it descends downan incline. In FIG. 27, the hover engine, which includes motor 352 andSTARM 330, is moving down a sloped substrate in direction 337. The hoverengine is outputting a propulsive force 335 which is pushing the hoverengine up the incline opposite the direction of movement 337. Thebraking force slows the descent of the hover engine down the inclinedsubstrate. In a particular embodiment, a hover engine can be configuredto output a sufficient force to allow it to hold its position on aninclined surface, i.e., the force output from the hover engine balancesthe gravitational forces. In general, hover engines can be configured tooutput forces in a direction of movement for propulsion or opposite thedirection of movement for braking.

Additional details of hover engine configurations which generatepropulsive forces via a change in orientation of its STARM relative to aconductive substrate are described as follows. As mentioned above,actuators can provide orientation control in a hover engine. In FIG. 28,a servo-motor 345 which is part of an actuator can be configured torotate hover engine including a motor 352 and STARM 330 configurationabout an axis 355. In this embodiment, the motor 352 is coupled tomember 339. Member 339 is coupled to an anchor 347 on end and the servomotor 345.

The servomotor 345 provides a force which causes the motor 352 and STARM330 to tilt as unit. In one embodiment, the servomotor 345 can beconfigured to output a torque which rotates member 339. In anotherembodiment, the servomotor can be configured to outputs a linear force.The linear force can be used to push against a lever arm coupled to themember 339 which converts the linear force into a torque that rotatesmember 339. In one embodiment, the STARM 330 and/or motor 352 can betilted plus and minus some angle from horizontal, such as plus and minusten degrees. This configuration allows a force to be generated in afirst direction and a direction opposite the first direction dependingon the direction the motor and STARM are rotated about axis 355.

The horizontal position is referenced as a tilt angle of zero when theSTARM 330 is approximately parallel to the support structures 349. Thus,the tilt angle can be referenced to a reference frame associated with adevice using the hover engine. This reference frame accounts for thesituation where the device is tilted relative to the substrate 336.Thus, the tilt angle of the STARM 330 relative to the substrate 336 is acombination of the tilt angle of the STARM 330 relative to the deviceand the tilt angle of the device relative to the substrate 336. Invarious embodiments, a magnetically lifted device can have one or moresensors for detecting one or more of a tilt angle of the STARM 330 (aswell as the hover engine) relative to the device, a tilt angle of thedevice relative to the substrate 336 and a tilt angle of the STARM 330relative to the substrate 336.

As an example, a first sensor can be used to detect a tilt angle of theSTARM 330 relative to the device, a second sensor can be used to detecta tilt angle of the device relative to a conductive substrate 336 and athird sensor can be used to detect a tilt angle of the STARM 330relative to the substrate 336. In one embodiment, a magnetically lifteddevice can have sensors placed at various locations which are used todetermine a distance from the location to the conductive substrate.Using the known placement locations of the sensors and the determineddistances, an orientation of the device relative to the substrate can beestimated. As an example, the sensors may emit an electromagnetic oracoustic signal towards a surface and detect a reflected signal todetermine a distance to the surface.

In yet another embodiment, the STARM can be configured to rotate in onlyone direction from the horizontal, such as from zero to twenty degrees.In this configuration, the STARM may only generate force in onedirection where the amount of force which is generated can varyaccording to the amount the STARM is tilted relative to the surface.Again, the propulsive force which is output from the hover engine willdepend on the orientation of the magnets, such as 338A and 338B,relative to the conductive substrate 336. Thus, to output a desiredpropulsive force, the overall orientation of the STARM relative to thesurface may be considered and not just how much the STARM has beentilted relative to the device to which it is mounted. In otherembodiments, such as when the device is not expected to tilt muchrelative to the conductive substrate in operation, this effect may beignored by the control system.

In yet another embodiment, the actuator 345 can be configured to rotatethe STARM through a greater angle in one direction about axis 355 asopposed to the other direction. For example, the actuator 345 can beconfigured to rotate the STARM between a maximum of plus fifteen degreespast horizontal and minus five degrees past horizontal. Thus, themaximum amount of force which can be generated in one direction may begreater than the maximum amount of force which can be generated in theopposite direction.

Next a few embodiments of STARMs with multiple degree of freedom controlare described. In FIG. 29, a design similar to FIG. 28 is shown. Thedesign includes a STARM 330 and motor 352 coupled to a first actuator345. The first actuator 345 can be controlled to rotate the motor 352and STARM 330 through some angle about a first axis 335. The STARM,motor and first actuator are coupled to a support platform 353. Thesupport platform 353 can be coupled to the support frame of amagnetically lifted device.

A servo motor 351 is provided which can rotate the support platform 353.A rotation of the support platform changes a direction of the first axis355 around which the motor and STARM are rotated by the first actuator.Since the propulsive force resulting from tilting the STARM 330 may besubstantially aligned with the first axis 355, a change in the directionof the first axis 355 can change the direction in which the propulsiveforce acts. Thus, the support platform 353 may be rotated to change thedirection of force generated by the hover engine including STARM 330 andhence steer a device including the hover engine in a differentdirection.

FIGS. 30A, 30B and 30C are block diagrams which are used to discuss moredetails associated with hovering and propulsive effects from rotatingarrangements of magnets used in a hover engine. In FIG. 30A, a hoverengine includes a motor 352 is coupled to a STARM 354. The STARM 354 iscoupled to the motor 352 and the motor 352 is coupled to a rotatablemember 358. The rotatable member 358 is coupled to anchors 356 a and 356b. The combination of the rotatable member 358 and the anchors 356 a and356 b can be configured to constrain a range of rotation of therotatable member. For example, the rotatable member 358 may be allowedto rotate through some angle range 364 around its axis.

The rotatable member 358 can be configured to receive and input torquefrom some mechanism. For example, in one embodiment, a mechanicallinkage can be provided which allows a user to supply a force. The forcecan be converted into torque which causes the rotatable member 358 andhence the motor 352 and the STARM 354 to rotate.

In another embodiment, an actuator can be used to supply the torque torotate rotatable member 358. An actuation of the actuator can cause themotor 352 and STARM 354 to tilt relative to the substrate 366. Theactuator can include a servo motor which receives control commands froma controller. In one embodiment, the actuator can include its owncontroller which receives control commands from a separate processor,which is part of the control system.

In yet another embodiment, a hover engine can be configured to receivean input force from a user and can include an actuator. The actuator canbe used to change a position of the STARM, such as returning it to adesignated position after a user has tilted it. In another operationmode, the actuator can be used to provide automatic control around sometilt position initiated by user via an input force.

It yet another embodiment, the actuator can be used to provide automaticcontrols which may be used to correct a control input from a user. Forexample, if the control system detects the magnetically lifted device isan unstable position as a result of a user input, the control system cancontrol one or more STARMs to prevent this event from happening. Amagnetic lifting device, such as hoverboard, can include one or moreon-board sensors used to make these corrections.

A magnetically lifted device may also include one or more weight sensorsfor determining a weight distribution of a payload. The weightdistribution associated with the device and payload can affect theresponse of the device in response a command to change an orientation ofthe device via some mechanism, such as a tiltable hover engine. Forexample, the weight distribution associated with a payload can affectthe magnitude of rotational moments. Thus, knowledge of the weightdistribution may be used to more finely tune the commands used tocontrol the orientation of the STARM, such as selecting which STARM toactuate and an amount to actuate it.

When the STARM 354 and motor 352 are rotating, a rotation of therotatable member 358 changes the angular momentum of the STARM and themotor. It can also change the magnetic forces acting on the STARM 354 asthe magnetic forces vary with the distance of the magnets in the STARM354 from the substrate 366. Therefore, the amount of torque needed torotate the member 358 can depend on the moment of inertia associatedwith the STARM 354 and motor 352, how fast the STARM 354 and motor 362are spinning and the height of the STARM 354 above the substrate 366.The height of the STARM above the substrate can depend on 1) itsrotational velocity, which affects how much lift is generated, and 2) apayload weight and 3) how the payload weight is distributed on thedevice. The height of the STARM above the substrate can vary fordifferent portions of the STARM and from STARM to STARM when a deviceincludes multiple STARMs.

In the example of FIG. 30A, the STARM 354 is approximately parallel tothe substrate 366. The magnetic drag, such as 362 a and 362 b, opposesthe rotation of the STARM 354. The motor 352 is configured to rotate inthe clockwise direction 360. Thus, the drag torque is in the counterclockwise direction. Power is supplied to the motor 352 to overcome thedrag torque.

When the STARM is parallel to the substrate 366, the magnetic drag isbalanced on all sides of the STARM 354. Thus, there is no nettranslational force resulting from the magnetic drag. As is describedwith respect to FIG. 25B, a net translational force is generated whenthe STARM 354 and its associated magnets is tilted relative to thesubstrate.

In FIG. 30B, the STARM 354 is in a titled position 370. Thus, one sideof the side of STARM 354 is closer to the substrate 366 and one side ofthe STARM 354 is farther away from the substrate 366. The magneticinteraction between the magnets in the STARM 354 and substrate decreasesas a distance between the magnets in the STARM and substrate 366increases (As shown in the Figures below, the magnitude of theinteractions vary non-linearly with the distance from the substrate.)Thus, in tilted position 370, the drag force 368 b is increased on oneside of the STARM 354 and the drag force 368 a is reduced on theopposite side of the STARM 354 as shown in FIG. 30B. The drag forceimbalance creates traction, which causes a translational force to begenerated approximately in the direction of the axis of rotation of therotational member 358.

When the STARM 354 is initially tilted, the translational force canresult in an acceleration of the STARM 124 in the indicated directionand hence change in velocity in the indicated direction. In particularembodiments, with one or more STARMs configured to generatetranslational forces, a device can be configured to climb. In anotherembodiment, the device may be configured to maintain its position on aslope while hovering such that the gravitational forces acting on thedevice are balanced by the translational forces generated by the deviceand its associated hover engines.

A configuration and operational mode where a position of a device, suchas a hoverboard, is maintained on a sloped substrate may be used as partof a virtual reality system where a user wears a virtual realityheadset. Via the headset, the user may only see images generated by theheadset or may see images generated by the headset in conjunction withthe local surrounding visible to the user. A virtual reality headset maybe used to generate images of a user moving through some terrain, likesa snowy slope, while the hovering device on which the user is ridingmoves side to side and forward and back on the sloped substrate. Thesloped substrate may provide the user with the feeling of moving on atilted slope while the virtual reality images may provide the visualimagery associated with movement. Fans may be used to add an additionalsensation of movement (e.g., the feeling of wind on the user's skin).

The device can have sufficient propulsive ability to allow it to holdits position on the slope against the force of gravity. For example, thedevice can be moved side to side while it maintains its position on theslope. Further, the device may be able to move downwards on the slopeand then climb upwards on the slope against gravity. In some instance,the climbing can be done while the device's orientation remainsrelatively unchanged, i.e., the device doesn't have to be turned aroundto climb. This maneuver can be accomplished by changing an orientationof the hover engines relative to the substrate which supports theinduced eddy currents. These control functions will be discussed in moredetail as follows.

Returning to FIGS. 30A and 30B the amount of tilt in a particulardirection can affect the amount of force imbalance and hence themagnitude of the acceleration. Because the magnetic drag is function ofthe distance of the magnets from the substrate, the magnetic dragincreases on the side closer to substrate and decreases on the sidefather away from the substrate. As the magnetic forces vary non-linearlywith the distance of the magnets from the surface, the amount oftranslational forces which are generated may vary non-linearly with thetilt position of the STARM.

After a STARM 354 (or both the STARM 354 and motor 352) has been rotatedvia member 358 in a counter clockwise direction and the STARM hasstarted translating in a first direction, an input torque can beprovided which tilts the STARM in a clockwise direction to reduce theamount of translational force which is generated by the STARM. When theSTARM is tilted past the horizontal in the clockwise direction, theSTARM may generate a translational force which is in an oppositedirection of the first direction. The translational force opposing thedirection of motion can slow the STARM and bring it to rest. If desired,the translational force can be applied such that the hoverboard stopsand then the STARM can begin to translate in an opposite direction.

FIG. 30C is a side view of a hover engine 380 coupled to a tiltmechanism in a tilt position. The hover engine includes a motor 352 anda STARM 354 which can be positioned over the substrate 366 as shown inFIGS. 25A and 25B. In one embodiment, the mechanism can include aminimum tilt off set angle 384. The minimum tilt off set angle 384 inthis example is between the horizontal and line 382. The tilt rangeangle 386 is the angle amount through which the hover engine may rotatestarting at the minimum tilt off set angle 384. The tilt mechanism caninclude one or more structures which constrain the motion of the tiltmechanism to the tilt angle range.

When the minimum tilt off set angle 384 is zero and the STARM 354 isparallel to the substrate 366, the STARM 354 may not generate a nettranslation force. A device to which a STARM is coupled can be tilted.Therefore, the angle of the STARM relative to the substrate can dependon the orientation of the STARM relative to some reference systemassociated with the device and the orientation of the device relative tothe substrate where both orientations can change as a function of time.Thus, in some instances, a translation force can be generated even whenthe minimum tilt off-set is zero. When the minimum tilt off set angle isgreater than zero, the STARM may generate a net translational force atits minimum position in a particular direction. When the minimum tiltoff set angle is less than zero, then during the tilt angle range themagnitude of the force may be go to zero and the direction of the forcewhich is generated can also change.

In some embodiments, the net minimum force generated by one hover enginecan be balanced in some manner via translational forces associated withother hover engines. For example, as shown, two hover engines can betilted to generate forces in opposite directions to cancel one another.Thus, although the net force for a single hover engine may be greaterthan zero at its minimum tilt off set angle position, it can be balancedby forces generated from another STARM such that the net force acting onthe device is zero.

The forces which are generated from a tilted STARM can vary non-linearlywith angle of the hover engine relative to the substrate. Thus, thechange in force which is generated as a function of a change in anglecan vary non-linearly. By utilizing, a minimum tilt angle offset, thehover engine can be configured to output more or less force in responseto a change in a tilt angle over a selected tilt angle range. In thismanner, the control characteristics of the device can be adjusted.

In one embodiment, the tilt mechanisms can include an adjustable tiltoff set mechanism that allows the minimum tilt off set angle to bemanually set. For example, a rotatable member with a protuberance can beprovided where the protuberance is configured to impinge on a screw atone end of its range of rotation. As the screw is unscrewed, the rangeof rotation of the rotatable member can be decreased and the minimumtilt off set angle can be increased and vice versa. Using the adjustabletilt off set mechanism, a user or operator may be able to manuallyadjust the handling characteristics of the device.

Next, with respect to FIGS. 31A, 31B, 32A and 33B some details ofapparatus and method which allow a hover engine with tilt capabilitiesto be operated and integrated into a magnetically lifted device aredescribed. In addition, some methods and apparatus for providing theforce which is used to tilt the hover engine are described. With respectto FIGS. 33A, 33B, 34A and 34B, some alternates methods which may allowa propulsive force to be generated without tilting the hover engineincluding the STARM relative to the device are described.

Next, another example of a STARM which can be tilted through multipledegrees of freedom is described. In FIG. 31A, hover engine including aSTARM 354 coupled to a motor 352 is shown. The hover engine is coupledto a support structure 371 via a ball joint 373. Two pistons, 375 a and375 b, are shown which are coupled to the hover engine and the supportstructure 371. The pistons, 375 a and 375 b, can be used to push thehover engine downward and change a tilt angle of the STARM 354 relativeto a substrate 366. A plurality of different pistons can be used to tiltthe motor in a plurality of different directions. Other types ofactuators can be used which generate a downward force on the hoverengine to tilt the STARM 354 and the example of a piston for thepurposes of illustration only.

In FIG. 31B, a first piston 375A is shown extended downwards, whichtilts the motor 352 and STARM 355 downwards on one side. To bring themotor 352 back to a horizontal position, the second piston 375 b can beextended downwards which causes the first piston to shorten 375 a. Totilt the motor 352 and STARM 354 in the opposite direction, the secondpiston 375 b can be extended a greater amount, which forces the firstpiston to shorten 375 a. In various embodiments, multiple pairs ofpistons can be used to tilt the motor in different directions and changea direction in which a force is generated as a result of tilting theSTARM. The pistons can be coupled to the motor and/or the supportstructure via an appropriate joining mechanism which may possess somerotational degrees of freedom.

In FIG. 32A, a lever arm 502 is coupled to a motor/STARM via a balljoint 506. When hovering, a movement of the lever arm 502 from side toside can cause the STARM 510, which includes an arrangement of magnets512, to tilt relative to a conductive surface such that a vehicleincluding the hover engine moves forward and backward. The amount ofside to side tilt can affect the speed at which a vehicle moves in thesedirections. A movement from front to back can cause the STARM 510 totilt such that the vehicle moves either left or right. A combination ofa left or right movement and a front or back movement of the lever 502can tilt the STARM such that the vehicle moves in various directionsalong different lines. A change in the lever direction as a function oftime can change the direction vector of the force which is generated asa function of time and hence the vehicle can move along an approximatelycurved path.

In various embodiments, a mechanical linkage can be used which causesone or more hover engines to be tilted in response to a movement of thelever arm 502. For example, two hover engines can be coupled to a commonrotational member such that both hover engines are rotated in responseto a torque applied to the rotational member. In addition, digitalcontrols can be used where a movement of the lever arm 502 is detectedby one or more sensors. The sensor data can be received in an on-boardprocessor. Based such factors, as an amount movement, a direction ofmovement and a rate of movement of the lever arm 502 and other factors,such as a current orientation and direction of motion of the vehicle,the on-board processor can generate one or more commands. The commandscan be sent to one or more actuators via wired or wirelesscommunications. The actuators can include logic devices (e.g.,controllers) which enable communications with the on-board processor andinterpreting of commands from on-board processor.

The one or more actuators can be coupled to a single hover engine or aplurality of different hover engines. In response to receiving thecommands, the actuator controller can cause the actuator of output aforce or a torque. The force or torque can cause the hover engine tochange its position in some manner, such as but not limited to a tiltposition.

In some embodiments, the on-board processor can send commands, whichcause a rotation rate of a STARM associated with a hover engine to go toa particular RPM value. The motor commands, which can be received bymotor 508, can be generated in conjunction with the actuator commands.The RPM value can affect the amount of force which is generated from thehover engine after its position has been changed. The motor 508 caninclude one or more controllers for 1) communicating with the on-boardprocessor (wired or wirelessly), 2) processing the commands receivedfrom the on-board processor and 3) generating commands to controlmechanisms associated with the motor which are used to implement thecommand, such as an amount of power delivered to the motor.

FIG. 32B shows foot pedals, 552, which can be used to tilt hover engineincluding a motor 562 and a STARM 564. When one foot pedal, 552, ispressed downwards, the STARM 564 can generate a force, perpendicular tothe page, which can cause the vehicle to move forward. When the otherfoot pedal is pressed downwards, the STARM 564 can generate a force,which can cause the vehicle to move backwards. The amount each pedal isdepressed can be used to control a speed of the vehicle in a particulardirection. When a first pedal is pressed to move the vehicle in onedirection, removing pressure from the first pedal and applying pressureto the second pedal can act as a brake to slow the vehicle.

A mechanism is provided with each foot pedal which generates a restoringforce. It can also be used to affect how much force needs to be appliedto a pedal to move the pedal. Further, the mechanism can limit how farthe pedal can move. In FIG. 32B, the mechanism is represented as aspring. The mechanism can generate a force which is approximately linearand/or non-linear with the amount of displacement of the foot pedal. Inparticular embodiments, one or more mechanisms which generate arestoring force can also be used with the lever arm shown in FIG. 32A.Again, as described above, one or more foot pedals can be used as partof a digital control system.

Next, with respect to FIGS. 33A, 33B, 34A and 34B, some alternateembodiments of hover engine configurations which can be used to generatea propulsive force are described. In particular, apparatus and methodare described which allow the propulsive force to be generated withouttilting the hover engine relative to the magnetically lifted deviceand/or the conductive substrate. These embodiments may be used in lieuof or in combination with the methods and apparatus described abovewhich utilize tilting of a STARM to change its orientation relative tothe conductive substrate.

In FIGS. 33A and 33B, a STARM 602, which may be a component of a hoverengine, is configured to rotate about axis 605 above a substrate 604.The STARM 602 can be configured to rotate in a clockwise or a counterclockwise direction. The STARM 602 includes eight polarity regions. Inthis example, the eight polarity regions are provided by permanentmagnets with a square cross section, such as magnet 608.

In FIG. 33A, a component 610 is positioned between the STARM 602 and thesubstrate 604. The component 610 can be formed from a material with ahigh magnetic permeability, such as but not limited to, Metglas(Metglas, Inc. Conway, S.C.), iron, mu-metal, Nanoperm (Magnetic GmbH),electrical steel, ferritic stainless steel, Martensitic stainless steel,carbon steel, and cobalt. A mechanism can be provided which allows theslid from a position underneath the STARM 602 to a position that is nolonger between the STARM 602 and the substrate. The mechanism caninclude an actuator that moves component 610 from a first position to asecond position. In one embodiment, the component 610 can be moved indirections 620. The component 610 doesn't rotate with the STARM.

As an example, the component 610 can be coupled to structural members.The structural members can be attached to the component 610 on one endand engage a track on the other end. The track may allow the structuralmembers and component 610 to move along the track to change a positionof component 610 relative to the STARM. In one embodiment, thestructural members and component 610 may be formed as a single piece.

When the STARM 602 is rotated above the substrate 604, the interpositionof the component 610 can weaken the eddy currents formed in thesubstrate beneath it as compared to areas of the substrate beneath theSTARM without component 610. This effect creates a drag imbalance whichcan cause a translational force, such as 606, to be generated.

The amount of force which is generated can be varied by covering agreater or lesser portion of the magnets on the bottom of the STARM. Ina particular embodiment, a pair of components 610 can be used onopposite sides of the STARM. The pair of components can be independentlyactuated and controlled to be interposed between the STARM and substrateto change a direction and magnitude of the control forces which areoutput from a hover engine.

The drag reduction using component 610 differs from tilting the STARM,as previously described. When a STARM is tilted, the drag is increasedon one side of the STARM as compared to the other STARM. Further, forsome magnetic configurations, the net lift may also be increased. In theembodiment of FIG. 33A, the drag is lessened on one side. In addition,the lift is also lessened.

In FIG. 33B, a disk 615 is mounted beneath the STARM 602. The disk 615doesn't rotate with the STARM 602. The disk 615 includes a first portionwith a high magnetic permeability 616 and a second portion 616 with amagnetic permeability close to that of air (i.e., a relativepermeability of one). Thus, the second portion 618 has little effect onthe eddy currents which are formed in the substrate 604.

When the STARM 602 is rotated above the substrate 604, the first portion616 weakens the eddy currents beneath it. This effect creates a dragimbalance which causes a thrust to be generated. In one embodiment, thedisk 615 can be rotatable to allow it to be changed from a firstposition to a second position. As an example, the disk can includeextensions which interface with a track, such as a track or grooveintegrated into the shroud. The disk and extensions can interface withthe track such that the position of the disk can be changed.

The thrust direction depends on the position of the component 516. Thus,the disk can be actively rotated to change the thrust directionresulting from the interposition of component 616 between the STARM 600and the substrate 504. In one embodiment, a vehicle can include amechanism, such as an actuator, that is configured to rotate the disk615 in responses to command from a controller. The controller cancontrol the actuator to different positions and change the direction ofthe thrust which is generated. This mechanism can be utilized in acontrol system to move a vehicle from location to location.

When the STARM 602 is rotating, the disk 615 always causes a thrust tobe generated. To allow a vehicle to remaining hovering at a particularlocation, some other force generating mechanism can be utilized whichcancels this thrust. For example, two hover engines with disks, such as615, can be utilized. The disks in the two hover engines can be rotatedsuch that the thrust outputs cancel (opposite directions), partiallycancel or are aligned with one another (same direction).

In FIG. 34A, a magnet configuration 634, which can be used on a STARM,is shown. The STARM can be a component of a hover engine. Thus, themagnet configuration 634 can be rotated above a substrate 630 togenerate lift. The magnet configuration is surrounded by a ring ofmaterial, 632 a and 632 b, such as the materials described above withrespect to component 610, in FIG. 33A. The ring of material is notcoupled to the STARM including magnet configuration 634 such that itdoesn't rotate with the STARM. Thus, it can be moved independently ofthe STARM.

The magnet configuration 634 includes two poles with north and southpolarities respectively and then a region between the two poles withmagnets which point from the first pole to the second pole. The regionbetween the poles is at a radial distance from the axis of rotationwhich is less than the poles. The axis of rotation is in the center ofthe magnet configuration.

The magnetic field generated from the magnet configuration 634 can beaffected by its proximity to the ring of material 632 a and 632 b. Inparticular, for this magnet configuration, the ring of material 632 aand 632 b was predicted to enhance the lift. In one embodiment, one orboth of sections, 632 a and 632 b, can be coupled to mechanisms whichallow the distance between sections 632 a and 632 b to be varied.

For example, in FIG. 34B, only section 632 a is configured to movecloser or farther away from the magnets in a horizontal plane. When 632a is moved away from the magnets, a drag imbalance is created. The dragimbalance can generate a propulsive force in one direction. The distanceof section 632 a from the magnets can be adjusted to change a magnitudeof the propulsive force.

When both sections 632 a and 632 b are configured to move, then apropulsive force can be generated in either direction. Further, bymoving both sections 632 a and 632 b away from the magnet configurationsimultaneously the amount of lift and drag generated from the hoverengine can be controlled. For example, both sections 632 a and 632 b canbe moved away from the magnets simultaneously to lower the lift and dragand closer towards the magnets to raise the lift and drag. When thedistance one or the other of sections 632 a and 632 b are different apropulsive force can be generated.

Vehicle Configurations and Navigation, Guidance and Control (NGC)

Next, with respect to FIGS. 35 to 44, various configurations ofmagnetically lifted devices including multiple hover engines aredescribed. In particular, arrangements of hover engines and then theiractuation to provide movement are described. Next, Navigation, Guidanceand Control (NGC) functions, which can be applied to magnetically lifteddevices, such as those shown in FIGS. 35-41 are discussed with respectto FIGS. 42, 43 and 44.

FIG. 35 shows a top view of a vehicle 700 configured to operate over aconductive substrate 722. The vehicle 700 includes four hover engines,702 a, 702 b, 702 c and 702 d. Each hover engine includes a STARM and amotor and a mechanism which enables a propulsive force to be output fromeach hover engine. In one embodiment, each of the hover engines 702 a,702 b, 702 c and 702 b can be tilted around an axis, such as 724 a, 724b, 724 c, 724 d, via control of an actuator. In particular embodiments,the hover engines can each be individually actuated so that thedirection and amount of the tilt angle as a function of time can beindividually changed for each of the four engines.

In alternate embodiments, two or more hover engines can be controlled asa unit. For example, two or more hover engines can be mechanicallycoupled to a single actuator. The single actuator can move both hoverengines simultaneously. In another example, the two or more hoverengines can be digitally coupled such that the two or more hover enginesare always moved together simultaneously, i.e., a movement of one hoverengine specifies some specific movement of another hover engine, such asboth being tilted in the same manner. When independently controlled, themovement of one hover engine can affect the movements of other engines,such as to implement GNC functions. However, a second hover engine maynot be always constrained to a specific control movement in response tothe movement a first hover engine as in the case when two hover enginesare controlled digitally and/or mechanically controlled as unit.

The actuators associated with each hover engine can be coupled to one ormore controllers 706 and an IMU 708 (Inertial Measurement Unit). Theactuators can each also have a separate controller which responds tocommands from the controller 706. The controller 706 can also be coupledto a power source 720 and one or more speed controllers 718. The one ormore speed controllers 718 can be mechanical speed controller orelectronic speed controllers. The power source can be on-board oroff-board. The hover engines are secured via a housing and associatedsupport structure 710.

The center of mass of the vehicle is indicated by the circle 705. Thecenter of mass affects the moments generated when each of the four hoverengines are actuated. In particular embodiments, the vehicle can includea mechanism which allows the center of mass to be adjusted in flight,such as a mechanism for moving a mass from one location to another. Forexample, in an airplane, fuel can be moved from one tank to another toaffect the center of mass characteristics.

An IMU 708 works by detecting the current rate of acceleration using oneor more accelerometers, and detects changes in rotational attributeslike pitch, roll and yaw using one or more gyroscopes. It may alsoinclude a magnetometer, to assist calibrate against orientation drift.Inertial navigation systems can contain IMUs which have angular andlinear accelerometers (for changes in position). Some IMUs can include agyroscopic element (for maintaining an absolute angular reference).

Angular accelerometers can measure how the vehicle is rotating in space.Generally, there is at least one sensor for each of the three axes:pitch (nose up and down), yaw (nose left and right) and roll (clockwiseor counter-clockwise from the cockpit). Linear accelerometers canmeasure non-gravitational accelerations of the vehicle. Since the canmove in three axes (up & down, left & right, forward & back), there canbe a linear accelerometer for each axis.

A processor can continually calculate the vehicle's current position.First, for each of the six degrees of freedom (x, y, z and θx, θy andθz), the sensed acceleration can be integrated over time, together withan estimate of gravity, to calculate the current velocity. Then, thevelocity can be integrated to calculate the current position. Thesequantities can be utilized in the GNC system.

Returning to FIG. 35, as described above, the forces generated fromchanging a tilt of a rotating STARM relative to the substrate 722 aredirected primarily along the tilt axes when the vehicle is parallel tothe substrate 722. For example, a tilt of hover engine 702 a cangenerate a force which is primarily parallel to axis 724 a.

With the tilt axes arranged at an angle to one another as shown in FIG.35, a combination of STARMs can be actuated to generate a net linearforce in any desired direction. Further, the STARMs can be actuated incombination to cancel moments or if desired induce a desired rotation ina particular direction. In addition, different combinations of STARMscan be actuated as a function of time to generate a curved path in adesired direction(s) as a function of time. Yet further, a combinationof STARMs can be actuated so that the vehicle moves along linear orcurved path and rotates around an axis while moving along the path.

The tilt control can be used alone or in combination with rotationalvelocity control of each hover engine. The translational and liftingforces which are generated can vary as a function of the rotationalvelocity and a hover height. A rotational speed of a hover engine can bevaried relative to other hover engines or in combination with otherhover engines to change the magnitude of lifting and drag forces whichare output from the one or more hover engines. For example, therotational velocity control may be used to counter imbalances in forces,such as resulting from a shifting center of mass. For an electric motor,the one or more controllers 706 can control the speed controllers 718 tochange the rotational velocity of a hover engine.

In the example of FIG. 35, angles can be defined relative to the tiltaxes. For example, the angle between tilt axis 724 a and 724 b isapproximately ninety degrees. The angle between tilt axis 724 a and 724c is approximately ninety degrees and the angle between tilt axis 724 aand tilt axis 724 c is 180 degrees.

In one embodiment, the tilt axes of the hover engines opposite oneanother can be parallel to one another, i.e., an angle of one hundredeighty degrees. However, the angle between the tilt axes of the hoverengines adjacent to one another don't have to be equal. In particular,the angle between tilt axes 724 a and 724 b can be a first angle and theangle between tilt axes 724 a and 724 c can be one hundred eightydegrees minus the first angle where the first angle is between zero andone hundred eighty degrees. For example, the angle between tilt axes 724a and 724 b can be ten degrees and the angle between tilt axes 724 a and724 c can be one hundred seventy degrees. In general, the angles betweenall of the tilt axes, 724 a, 724 b, 724 c and 724 d can be differentfrom one another.

In FIG. 35, the hover engines can be tilted to generate variousmovements, such as left, 714 a, right 714 b, forward 714 b and back 714b. Further, the hover engines can be tilted as a function of time tocause the vehicle 700 to follow a curved path, such as 716 a and 716 b.In addition, the hover engines can be tilted to cause the vehicle 700 torotate in place in a clockwise or counterclockwise rotation 712. Forexample, without rotating, the vehicle 700 can be controlled to move ina first straight line for a first distance, and then move in a secondstraight line perpendicular to the first straight line for a seconddistance. Then, the vehicle 700 can rotate in place.

A vehicle with a configuration similar to vehicle 700 was constructed.The vehicle cylindrically shaped with a diameter of 14.5 inches and aheight of 2.125 inches. The vehicle weighed 12.84 pounds unloaded. Testswere performed where the vehicle carried more than twenty five pounds ofpayload beyond its unloaded weight.

Four hover engines are used. Each hover engine includes a STARM which is4.25 inches in diameter. Sixteen ½ inch cube magnets are arranged ineach STARM in a circular pattern. The arrangement is similar to theconfiguration shown in FIG. 63 which employs twenty magnets. N52strength Neodymium magnets are used.

One motor is used to turn each STARM. The motors were Himax 6310-0250outrunners. The motors each weigh 235 grams. The optimum working rangefor the motors is 20 to 35 Amps with a max current of 48 Amps. Themotors are cylindrically shaped with a length of 32 mm and a diameter ofabout 63 mm. The motor power is about 600 Watts and the motor constant,K_(v), is about 250.

Electronic speed controllers were used for each motor. In particular,Phoenix Edge electronic speed controller (Edge Lite 50, CastleCreations, Inc. Olathe, Kans.) were used. The speed controllers arecoupled to batteries. In this embodiment, two VENOM 50C 4S 5000MAH 14.8Volt lithium polymer battery packs are used (Atom& RC, Rathdrum, Id.)

Four Hitec servos were used (HS-645MG Ultra Torque, Hitec RCD USA, Inc.Poway, Calif.) as actuators. The servos put out a maximum torque of 133oz-in and operate between 4.8 and 6V. Depending on the size of the hoverengine which is acutated, different servos with varying torque outputcapabilities may be used and this example is provided for illustrativepurposes only.

In addition, one actuator is shown per motor. In alternate embodiments,a single actuator can be used to tilt more than one hover engine. In yetother embodiments, a plurality of actuators can be used to change anorientation of a STARM and/or motor. In further, embodiments, one ormore actuators in combination with an input force provided from a usercan be used to change an orientation of a STARM and/or motor.

The servos are used to tilt a motor and a STARM in unison. The controlsystem is configured to independently tilt each hover engine includingthe motor and STARM. In a particular embodiment, the motor and STARM areconfigured to tilt through a range of −10 to 10 degrees. Ranges, whichare greater or small than this interval can be used and this example isprovided for the purposes of illustration only.

In one embodiment, the same tilt range can be implemented for each hoverengine. In other embodiments, the tilt range can vary from hover engineto hover engine. For example, a first hover engine can be tilted betweena range of −15 to −15 degrees and a second hover engine can be tiltedbetween −5 and 10 degrees.

A Hobbyking KK2.1.5 Multi-rotor LCD Flight Control Board with 6050MPUand an Atmel 644PA was used for control purposes. The board is 50 mm×50mm×12 mm and weighs 21 grams. The input voltage is 4.8-6V. Thegyro/accelerometer is a 6050MPU InvenSense, Inc (San Jose, Calif.). Ithas a MEMS 3-axis gyroscope and a 3-axis accelerometer on the samesilicon die together with an onboard Digital Motion Processor™ (DMP™)capable of processing complex 9-axis Motion/Fusion algorithms.

The vehicle was able to climb up sloped surfaces. In a test on a flattrack, an acceleration of 5.4 ft/sec² was measured, which is about 0.17g's. The acceleration depends on the thrust force which is output, theoverall weight of the vehicle, the tilt angle of the STARMs and theSTARM magnet configuration. Thus, this example is provided for thepurposes of illustration only.

In particular embodiments, a vehicle can be controlled via a mobilecontrol unit. The mobile control unit can be coupled to a vehicle via awireless or wired communication link. The mobile control unit caninclude one or more input mechanisms, such as control sticks, a touchscreen, sliders, etc.

The mobile control can receive inputs from the input mechanisms and thensend information, such as commands, to the vehicle. A command could bemove right, move in some direction or rotate in place. The GNC system onthe vehicle can receive the command, interpret it and then in responsegenerate one or more additional commands involving controlling theactuators and/or hover engines to implement the commands. For examples,one or more of the actuators on the vehicle can be controlled toimplement a received movement or rotation command.

In one embodiment, the mobile control unit can be a smart phone, with atouch screen interface. An application executed on the smart phone cangenerate an interface on the touch screen which is used to input controlcommands. In addition, the application can be configured to outputinformation about the vehicle's performance to a display, such as speed,orientation, motor RPM, flight time remaining, etc. The smart phone canbe configured to communicate with the vehicle via a wirelesscommunication interface, such as but not limited to Bluetooth.

In another embodiment, a hand-held control unit, such as one used tocontrol a quad copter or radio controlled car can be used. Hand-heldcontrol units can include multiple channels, a channel switch, a digitaldisplay, an antenna, control sticks, trims and an on/off switch. Oneexample is a Spektrum DX6i DSMX 6-Channel transmitter (Horizon Hobby,Inc., Champaign, Ill.). Next, some details of tilting a STARM to controla vehicle are described.

FIGS. 36A, 36B and 36C, show some examples of actuating differentcombination of hover engines to produce a movement or rotation. In FIG.36 a, two hover engines 702 b and 702 c, which are shaded, are actuatedto produce a net rightward force 742 which can move the vehicle to theright 742. The direction of the net force generated by each of the twohover engines is shown by the adjacent arrows, 740 a and 740 b. Hoverengine 702 b generates a net force 740 a with a downward and rightwardforce component. Hover engine 702 c generates a net force 740 b which isupwards and to the right.

The upward and downward translational forces cancel when the two hoverengines are actuated to generate the same magnitude of force whichresults from the eddy currents induced in the substrate. The rightwardforce component are additive and produce a net translational force tothe right. When the two hover engines are an equal distance from thecenter of mass of the vehicle, the moments generated from the two hoverengines cancel one another and thus rotational stability can bemaintained.

The hover engines, even when identical, may not be actuated the sameamount. For example, the vehicle 700 can be tilted such that one ofhover engine 702 b and 702 c is closer to the substrate. The distance ofthe hover engine to the substrates affects the force output from thehover engine as a result of its tilt. Hence, different tilt angles maybe required to balance the forces output from each hover engine.

Further, when the vehicle 700 is loaded, the center of mass can shiftdepending on how the weight of the payload is distributed. Thus, thecenter of mass can shift from the unloaded state to the loaded state andthe two hover engines may no longer be an equal distance from the centerof mass of the vehicle. In this instance, when a pair of hover engineseach generates the same amount of net force, a net moment may be presentbecause the two hover engines are different distances from the center ofmass. Thus, the combination of hover engines which are used and theamount of actuation of each hover engine may have to be adjusted toaccount for the shifting center mass due to payload shifts or theoverall orientation of the vehicle 700 relative to the substrate overwhich it is operating.

The magnitude of the effects resulting from changes in the center ofmass will depend on how much the center of mass shifts from the loadedto unloaded state. Further, in some instances, the center of mass canshift during operation if the payload is allowed to move duringoperation or if the payload is being lessened. For example, if a fuel isconsumed during operation of the vehicle, the center of mass of thevehicle may change due to the fuel being consumed. As another example,if one or more persons is riding on a vehicle and can move around, thecenter of mass may change. Thus, in particular embodiments, the centerof mass may be changing dynamically during operation and the GNC systemcan be configured to account for the shifts in the center of mass of thevehicle when maintaining rotational and translational control.

In FIG. 36B, a net rightward movement is generated using four hoverengines. In this example, all four hover engines, 702 a, 702 b, 702 cand 702 d are actuated to generate a net force 746 in the rightwarddirection. In general, the hover engines can be actuated to generate anet translational force which is substantially in the rightwarddirection. In particular, the hover engines are actuated to canceltranslational forces in other than rightward directions. Further, hoverengines can be actuated such that the net moment acting on the vehicleis zero. As described above, to rotate the vehicle, a net moment can begenerated which rotates the vehicle in a clockwise or counter-clockwisedirection.

In FIG. 36C, the four hover engines, 702 a, 702 b, 702 c and 702 d, areshown actuated in a manner which causes a net moment in the clockwisedirection. The translational forces associated with the four hoverengines cancel one another. Thus, the vehicle can rotate in place.

In the example of FIGS. 36 a, 36 b and 36 c, all four hover engines'tilt axes are orientated about the edges of a rectangle. Thisconfiguration allows the vehicle to move upward/downward or left/righton the page with equal ease. In other embodiments, the hover enginestilt axes can be located around the perimeter of a parallelogram. Thus,the hover engine may more easily generate a translational forces inparticular directions, such as left/right on the page versus up/down onthe page. Further, in some embodiments, as described above, mechanismscan be provided which allow the direction of a tilt axes to be changedon the fly (e.g., see FIG. 29). Thus, it may be possible to change theconfiguration of the hover engine tilt axes on the fly.

In the example of FIGS. 36A, 36B and 36C, the force vector generated byeach hover engine is assumed to be an equal distance from the center ofmass of the vehicle. In other embodiments, the hover engines can bedifferent distances from the center of mass of the vehicle. For example,a pair of two hover engines can each be a first distance from the centerof mass and a second pair of hover engines can each be a second distancefrom the center of mass.

Further, even when the hover engines are the same distance from thecenter of mass the hover engines can be configured to output differentlevels of propulsive forces. For instance, one hover engine may use agreater volume of magnets than another hover engine to output moreforce. In another example, the rotational velocities of two identicalhover engines can be different, which can cause the hover engines tooutput different levels of propulsive forces relative to one another. Inone embodiment, multiple hover engines used on a vehicle can beidentical and operated at a similar rotational velocity so that theyeach output a similar amount of force.

In general, when a plurality of actuatable hover engines are used, eachhover engine can be positioned at a different distance from the centerof mass or combinations of hover engines may be positioned at the samedistance from the center of mass. Further, the size of each hoverengine, the magnet configurations used on each hover engine and theresultant force output by each hover can vary from hover engine to hoverengine on a vehicle. Although, combinations of hover engines within theplurality of hover engines can be selected with equal force generatingcapabilities. A GNC system can be designed which accounts differences inhover engine placement location on a vehicle and force generationcapabilities which differ between hover engines. In addition, the GNCsystem can be configured to account for dynamic loading and dynamicorientation changes of a vehicle, which affect the forces and momentsoutput from each hover engine.

In the examples above, the STARMs which are part the hover engines areconfigured to generate lift, propulsive and rotational forces. In otherembodiments, it may be desirable to specialize the hover engines. Forexample, a first hover engine can be configured to primarily generatelift and may be not actuatable for generating propulsive forces. Then,additional hover engines can be configured to generate some portion ofthe lift and can be actuatable to generate propulsive and rotationalforces as well which can be used to control and direct a vehicle. Somemagnet configurations may be more suitable for generating propulsiveforces as compared to lifting forces. Hence, when multiple hover enginesare used on a vehicle, the magnet configurations may be varied betweenthe hover engines.

FIG. 37 shows an example of vehicle 750 with five hover engines. Four ofthe hover engines are configured in the manner described above withrespect to FIG. 35. However, a fifth hover engine 752 located in thecenter of the vehicle is configured to generate lift only and isnon-actuatable whereas four hover engines, similar to what waspreviously described, can be actuated to generate the propulsive,rotational and control forces.

In particular embodiments, the four hover engines, 702 a, 702 b, 702 cand 702 d, may not be able to hover the vehicle alone. For example, inone embodiment, the four STARMs may not be able to hover an unloadedvehicle and may require some lift to be generated from the lift-onlyengine. In another embodiment, four STARMs may be able to hover thevehicle while it is unloaded. However, if the vehicle carries someamount of payload, then operating the lift only hover engine may beneeded.

In one embodiment, the height above the surface of the bottom of themagnets in the propulsive hover engines and height above the surface ofthe bottom of the magnets in the lift only hover engine can be offsetfrom one another when the STARMs in the propulsive hover engines and thelift only hover engines are parallel to the surface. For example, theheight of the bottom of the magnets in the propulsive STARMs can bepositioned at a distance farther away from the surface than the heightof the bottom of the magnets in the lifting STARM. The amount of forceneeded to tilt a STARM in a hover engine relative to the surface canincrease as the STARM gets closer to the surface. The amount of forceincreases because magnetic forces are generated non-linearly andincrease the closer the magnets are to the surface. Thus, by keeping thepropulsive STARMs farther away from the surface than the lifting STARMsduring operation, it may be possible to utilize less force to tilt thepropulsive STARMs. STARMs with less magnet volume on the propulsiveSTARMs as compared to the lifting STARMs can also lessen the forceoutput from the propulsive STARMs and hence require less force to tiltthan the lifting STARMs.

In one embodiment, a mechanism can be provided, separate from the tiltmechanism, which can be used to control a distance of a hover engine,such as the propulsive STARM from the surface. For example, themechanism can be configured to move the hover engine in the verticaldirection closer or farther away from the surface. This capability canalso be used when the vehicle is first started. For example, while atrest, the bottom of the vehicle can rest on the ground and the hoverengines can be pulled up into the vehicle enclosure. Then, the hoverengines can be started. After the hover engines reach a certain velocitythe hover engines can be moved relative to the vehicle such that thehover engines are closer to a bottom of the vehicle.

Since the propulsive hover engines may not be needed to carry the fulllift load, in some embodiments, it may be possible to use smallerpropulsive and control STARMs than if the control and propulsive STARMsare also used to carry the entire lift load. One advantage of using thisapproach is that if the control and propulsive STARM can be made smaller(e.g., a smaller radius and moment of inertia), the amount of force usedto actuate the STARMs can be smaller. Thus, it may be possible to usesmaller, lighter and less expensive actuators.

Another advantage of using hover engines specialized for lift or controlis that the operating conditions of the hover engine used to generatelift most efficiently can be different than the operating conditionsused to generate the propulsive and control forces most efficiently.Thus, when some of the hover engines are used primarily for lift only,these hover engines may be operated at different conditions as comparedto the hover engines configured to generate control forces. For example,to generate relatively more propulsive forces, a control hover enginecan be operated at a rotational velocity which is near peak drag, i.e.,a lower lift to drag ratio as compared to a higher rotational velocity.In contrast, a lift-only hover engine may be operated at a higherrotational velocity to minimize drag and maximize lift because, asdescribed above, after peak drag the drag force on a hover engine candecrease and the lift to drag ration can increase as the rotationalvelocity increases.

Figures show 38 and 39 shows two additional hover engine configurationsfor vehicles 760 and 760. In FIG. 38, the tilt axes of all four hoverengines are aligned parallel to one another. Thus, the vehicle 760 isconfigured only move in the upward and downward direction. The netforces from the STARMs are along the direction of the tilt axes. Thus,it is not possible to generate a lateral force.

The hover engines, 702 a, 702 b, 702 c and 702 d, are distributed aboutthe center of mass 705. Thus, a force generated by the hover engines canbe used to generate moments in the clockwise or counter clockwisedirections. These moments can be used to rotate the vehicle indirections 766. Hence, the vehicle 706 can be moved from position toposition and rotated in place.

In contrast, in FIG. 39, three hover engines, 702 b, 702 c, 702 d, areorientated with their tilt axes parallel to one another and a fourthhover engine 702 a, has a tilt axis which perpendicular to the otherthree hover engines. The hover engine 702 a is located a distance fromthe center of mass 705. Thus, hover engine 702 a can be used to generatelateral forces which can steer the vehicle 770 in directions 768 a and768 b. The bottom three hover engines can be used to generate apropulsive force in the upward or downward direction 714 a and 714 b.

However, hover engines 702 b, 702 c and 702 d, tilt axes and forceoutput go through the center of mass 705. Thus, in this configuration,the moment arm is zero. Hence, these hover engines are not able togenerate moments.

Another hover engine configuration on a vehicle 780 is shown in FIG. 40.In this configuration, two columns each with three hover engines areprovided. A First column includes hover engines 702 a, 702 c and 702 eand a second column includes hover engine 702 b, 702 d and 702E In eachcolumn, the tilt axis of the first hover engine at the top, 702 a and702 b, is perpendicular to the tilt axes of the bottom two hover enginesin the column. In this configuration, the hover engines at the top ofeach column can provide steering forces in direction 714 a and 714 b.The bottom two hover engines in each column can generate propulsiveforces in the forward or back direction, 714 b and 714 d.

In this configuration, the force output from hover engines 702 a and 702b is through the center of mass 705. Thus, these hover engines can beused to generate a moment about the center of mass. However, the bottomtwo hover engines are a distance from the center of mass 705. Thus, anet moment can be produced. The moments can be used as a steering forcealone or in combination with the steering forces provided by hoverengines 702 a and 702 b.

In FIG. 41, yet another hover engine configuration for a vehicle 790 isshown. In this example, four hover engines are arranged around the edgeof a rectangle where the tilt axis of each hover engine, 702 a, 702 b,702 c and 702 d, is parallel to an adjacent side of the rectangle. Thus,two pairs of hover engines, (702 a and 702 c), (702 b and 702 d), areprovided where the tilt axes of the first pair of hover engines isperpendicular to the tilt axes of a second pair of hover engines. Again,the tilt axes in each pair are parallel to one another.

In this example, the distances of one pair of the hover engines, (702 band 702 d), is closer to the center of mass 705 of the vehicle 790 thanthe other pair of hover engines, (702 a and 702 c). Thus, one pair ofthe hover engines have a different moment arm than the other pair ofhover engines. Hence, the range of moments generated from the two pairsof hover engines may be different. In various embodiments, the NGCsystem can be configured to account for the location of the center ofthe mass of the vehicle relative to each of the hover engines whencontrol forces are generated.

Next, the NGC system, which can be used to control a hover engineconfiguration to move a magnetically lifted vehicle, is described.First, each of the functions of navigation, guidance and control (NGC)are briefly discussed. These functions can be incorporated as logic foran NGC system implemented as circuitry on a magnetically lifted device.For example, the NGC system can be a component of the controller 706 inthe previous figures.

First, navigation is figuring out where you are and how you are orientedrelative to a defined reference frame. For example, where you are couldbe in your car in the driveway, and your orientation is trunk of the cartowards the curb. In this example, the reference frame is a flat earth.

Second, guidance involves figuring out a path to take. In particular,guidance is figuring out how to get where you want to go based on whereyou are. Guidance comes after navigation, because if you don't knowwhere you are, it is difficult to figure out which way to go. Guidancehas potentially a very large number of solutions. However rules andconstraints can be imposed to limit the solution size.

As an example, you know you are in your driveway with your backsidetowards the curb. How do you get to the store? A rule can be imposedthat you have to follow the predefined system of roadways. This limitsyour guidance options. You might also include rules about obeying speedlimits and stop signs. This shrinks the solution space further. You mayalso have vehicle limitations. For example, a four cylinder Corollamight not have the same acceleration capability as a Ferrari. Thisnotion can be applied to different configurations of hover engines whichcan have different performance characteristics.

When the rules and limitations are combined, a guidance solution thatdefines orientation, velocity, and acceleration as functions of time canbe obtained. In the guidance space, there can be flexibility to imposeor relax the rules to achieve the performance which is desired. Forinstance, per the example above, when one is trying to reach adestination very quickly for some reason, one may choose to ignore speedlimits for some period of time.

Control is getting the vehicle to perform as the guidance solution asksit to perform. This means accelerating, decelerating, maintainingvelocity, etc. so that the vehicle follows the guidance solution asclosely a desired. In the current example, the driver is the controlsystem. Thus, he or she monitors the speed and acceleration and can makeminute adjustments to maintain the desired conditions. In the examplesabove, the NGC system can make adjustments to the tilt angles of thehover engines to maintain the desired conditions.

Thus, the combination of navigation, guidance, and control allows amagnetically lifted vehicle to be moved in a desired way. Asdisturbances do enter the system, it may be important to regularlyupdate the navigation, guidance, and control solutions. A system updatedin this manner can form a closed loop system. The closed loop system mayallow for more accurate motion of the vehicle under GNC.

In alternate embodiments, an open-loop controller, also called anon-feedback controller, can be used. An open-loop controller is a typeof controller that computes its input into a system using only thecurrent state and its model of the system. A characteristic of theopen-loop controller is that it does not use feedback to determine ifits output has achieved the desired goal of the input. Thus, the systemdoes not observe the output of the processes that it is controlling.

For a magnetically lifted vehicle, the GNC can include combinationsof 1) velocity control, 2) waypoint management, 3)acceleration/de-acceleration curves (profiles), 4) velocity profiles, 5)free path, which combines acceleration/de-acceleration profiles andvelocity en route and 6) navigation. Navigation can include utilizingone or more of a) dead reckoning, b) an indoor positioning system, c)retro-reflectors, d) infrared, e) magnetics, f) RFID, g) Bluetooth, f)ultrasound and g) GPS. An indoor positioning system (IPS) is a solutionto locate objects inside a building, such as a magnetically liftedvehicle, using radio waves, magnetic fields, acoustic signals, or othersensory information collected by appropriate sensors. Various types ofsensors sensitive to different types of energies can be used in anavigation solution. Thus, these examples are provided for the purposeof description and are not meant to be limiting.

A method of GNC can involve establishing acceleration/de-accelerationprofiles (curves, limits, etc.), which may include establishing velocityacceleration/de-acceleration profiles (curves, etc.). Next, a route canbe created. The route can be converted into x and y path points on asurface.

In one embodiment, waypoints can be added. Typically, start and end arewaypoints by default. What happens at waypoints (null, stop, specificvelocity, etc.) can be defined. Path segments can be defined bywaypoints.

Next, the orientation for each path segment (relative to velocitydirection, relative to fixed point, spinning profile, etc.) can bedefined. With the path segments defined, the GNC system can maneuver thevehicle along each path segment according to user definedvelocity/acceleration profiles and orientations. Finally, the currentposition (x, y) of the vehicle can be monitored relative to a preplannedroute with regular navigation updates. As the vehicle moves, a currentposition and desired position can be compared based upon the sensordata. Then, the system can be configured to correct for errors.

In some embodiments, the hover height of a vehicle can be controlled.Thus, the system can be configured to determine a height profile of avehicle along a path segment. Then, while the vehicle is maneuveredalong the path segment, the system can receive sensor data which is usedto determine a height of the vehicle. The system can be configured tocompare the measured height from the desired height and then correct forerrors.

Next, an embodiment of a GNC system used to control the vehicledescribed with the respect to FIGS. 42, 43 and 44 is discussed. In thisexample, a wireless controller is used to control the vehicle. Thewireless controller can generate input signals in response to usercommands.

A proportional-integral-derivative controller (PID controller) is acontrol loop feedback mechanism (controller) often used in industrialcontrol systems. A PID controller can calculate an error value as thedifference between a measured process variable and a desired set point.The controller can attempt to minimize the error by adjusting theprocess through use of a manipulated variable.

The translational motion control for the vehicle can use a PID controlsystem for lateral acceleration control. Two lateral acceleration inputscan be received from the user via the wireless controller. These inputscan be fed into their own individual PID control loops, as diagrammedbelow in FIG. 42.

Inside the control loop, the input can be differenced with theacceleration output feedback measured by the accelerometer. Theresulting difference is the error. The error can be fed into the PIDcontroller, which can have three components, the proportional control,the integral control, and the differential control.

The proportional element multiplies the error by a proportional gain,K_(P). The integral element computes the sum of the errors over time,and multiplies this by the integral gain, K_(I). The differentialcontrol differences the current input with the previous input, andmultiples this difference by the differential gain, K_(D). Theproportional, integral, and differential elements are then summed andsent to the mixing logic as shown in equation 810 of FIG. 43.

The outputs from the mixing logic are sent into the plant, G. Theresulting translational acceleration is the output from the plant. Thevehicle's translational acceleration is measured by the accelerometers.This measured acceleration is fed back to the beginning of the PIDcontrol loop.

The spin control for the vehicle can use a PI (Proportional-Integral)control system for yaw speed control, as shown in the block diagram inFIG. 44. A yaw acceleration input is received from the user via an RCcontroller. This yaw input can be differenced with the yaw outputfeedback measured by the gyroscope. The resulting difference is theerror. This error can be fed into the PI controller, which has twocomponents, the proportional control and the integral control. Theproportional element multiplies the error by a proportional gain, K_(P).

Applications

Next, a number of different of applications which can utilize hoverengines are described with respect to FIGS. 45A-62B. In particular, withrespect to FIGS. 45A and 45B, an application where a hover engine isused to drive and control a wheel and/or harvest energy from therotation of a wheel is described. With respect to FIGS. 46A to 46B, ahybrid vehicle configured to hover or ride on wheels is discussed. Withrespect to FIGS. 47A and 47B, an application where hover engines areused to provide signal isolation is described. With respect to FIGS. 48Ato 54, applications which use hover engines configured to move along atrack are described. In particular, applications involving moving apayload in a vertical direction are discussed

With respect to FIG. 55, an application where hover engines are used toprovide launch assist for an aircraft is discussed. With respect to FIG.56, an application which can be used to perform work on a ship isdescribed. With respect to FIG. 57, an application where hover enginesare used to manipulate a liquid material is discussed. With respect toFIGS. 58 to 60C, train and track configuration which employ hoverengines are described. Finally, with respect to FIGS. 61A to 62B anapplication which employs a magnetically lifted vehicle to depositmaterials, such as a part of a printing process, is discussed.

In FIGS. 45A and 45B, hover engines, such as 854 and 856, are used isused to turn a wheel 850. The wheel includes an inner portion includinga conductive mass 862 and an outer portion 864. In one embodiment, thewheel 850 can be used on a road and the outer portion can be formed frommaterials used for automobile tires. The conductive mass 862 is shapedlike a washer. The wheel is shown as circularly shaped. However, othershapes are possible and the example is provided for illustrated purposesonly. For example, the hover engines in FIGS. 44 and 45 might be used torotate a horizontally mounted rectangular tray.

The wheel 850 is coupled to an axel 860 around which it rotates. Thewheel can be arranged to be at an angle relative to a surface, such asvertically or horizontally relative to the surface (see e.g., FIGS. 46Aand 46B). In one embodiment, the wheel can be arranged vertically, suchthat it rolls along the surface. In a particular embodiment, the axelcan be coupled to a second wheel.

The hover engines, 854 and 866, each include a motor and a STARM, suchas 852 and 868. The STARMs 852 and 868 can include a volume of magnetswith a particular polarity pattern. In one embodiment, an actuator canbe configured to rotate the hover engine 854 about a first axis 856. Thehover engine 854, when powered by the motor, can be configured to rotateabout a second axis which is approximately perpendicular to the firstaxis 856.

When the hover engine 854 is operating in a neutral position such thatthe bottom of the STARM 852 is parallel to the top surface of theconductive mass 862, the hover engine 854 may not generate a propulsiveforce which can turn wheel 850. When the hover engine 854 is rotatedabout the first axis 856 by the actuator in a first direction, apropulsive force can be generated which causes the wheel 850 to rotatein a clockwise direction. When the hover engine is rotated about theaxis 856 by the actuator in a direction opposite the first direction, aforce can be generated which causes the wheel 850 to rotate in a counterclockwise direction. Thus, the wheel 850 can configured to rotate indirections 858.

The hover engine 852 can generate a propulsive force, which rotates thewheel 850, when power is supplied to the motor which turns the STARM852. In another embodiment, power can be turned off to the motor. Then,when the wheel 850 turns, it can cause the STARM 852 to turn, whichturns the motor. The rotation of the motor can cause power to begenerated, such as electricity. This power can be stored, such as inbatteries or a capacitor. Subsequently, the energy stored to thebatteries or a capacitor can be used to drive the motor in the hoverengine.

In FIG. 45, a hover engine 866, which partially overlaps the conductivesubstrate 862 of the wheel 850, is shown. Hover engine 866 is largerthan the 854. In particular, the diameter of STARM 868 is larger thanthe diameter of STARM 852. The STARM 868 may or may not include agreater volume of magnets than STARM 852.

The partial overlap of hover engine 866 over the conductive mass 864creates a force imbalance which can be used to transfer power to thewheel 850. In this example, hover engine 866 may not be tilted to changethe direction of the force which is transferred. In particular it can befixed at some angle, including zero (horizontal), relative to theconductive mass 862. In one embodiment, the distance from the bottom ofSTARM 868 to the top of the conductive mass 864 can be fixed. In anotherembodiment, a mechanism can be provided which moves the hover engine andthe bottom of STARM 868 closer or farther away from the top surface ofthe conductive mass 862.

In FIG. 45, the rotational direction of the STARM 868 can be changed tochange the direction of the force output from the hover engine. Thus,the direction the wheel rotates can be changed. In one embodiment, amechanism can be provided which allows the amount of overlap between theSTARM 868 and the conductive substrate 862 of the wheel to be adjusted.In particular, the mechanism can be configured to move the hover enginecloser to the axel 860 or farther away from the axel 860. Thisinteraction can change the magnitude of the forces which are transferredto the wheel from the hover engine.

Using these approaches, the hover engines can act as a transmissiontransferring some its rotation energy to the wheel 850 without touchingthe wheel. The amount of torque which is transferred from the hoverengine 854 to the wheel 850 can be varied depending on how much thehover engine 854 is tilted about axis 856 relative to the wheel.Further, the propulsive forces output from hover engines 856 or 866 area function of the rotational velocity of their respective STARMs. Thus,the rotational velocity of the STARM alone or in conjunction withtilting the hover engine can be used to control how much torque istransferred to the wheel 859.

In other embodiments, the hover engines, 854 and 866, can be controlledto generate a force which is in the opposite the direction of rotationof the wheel to slow the rotation of the wheel 850. In addition, asdescribed above, when the motor is unpowered, as part of a regenerativebraking, the interaction between the conductive mass 862 and the STARMin the hover engine can cause the STARM to turn such that the motor isturned. The turning of the motor can be used to generate power, such asto recharge batteries which power the motor or can be used for otherpurposes. The amount of interaction between the STARM and the wheel canbe controlled by varying the angle between the STARM and the wheel usingan actuator as described above.

As described above, the height of the hover engines relative to thewheel 850 can be adjusted to change the amount of interaction betweenthe STARM of the hover engine and the wheel. Forces between a STARM andthe conductive substrate vary with height. Thus, height control can beused to change the amount of force transferred from a STARM to aconductive substrate or vice versa.

As an example, the hover engine can be coupled to an actuated lever armwhich allows it to move closer and farther away from the conductivesubstrate of the wheel. This motion can be implemented separately fromthe tilt motion. The hover engine can also be tilted when placed at anew height. Thus, the distance of the STARM from the conductivesubstrate and the angle of the STARM relative to the conductivesubstrate can be varied. In one embodiment, a first actuator can be usedto move the STARM closer or farther away from a conductive substrate anda second actuator can be used to change a tilt angle of the STARMrelative to the conductive substrate. The first and second actuator caninclude controllers which are configured to communicate with a vehiclecontroller.

In various embodiments, multiple STARMs with or without individualmotors can be coupled to the wheel. For example, four STARMs each withan individual motor can be coupled to the wheel 850 such that each ofthe STARMs can generate a force for turning the wheel. The four STARMscan be individually controlled using a controller which sends a controlsignal to each of the four actuators such that the torque applied byeach STARM varies from STARM to STARM. For example, a first of the fourSTARMs can be tilted by an actuator to a first angle relative to theconductive mass of the wheel and a second of the four STARMs can betilted by an actuator to a second angle relative to the conductive masswhich is different than the first angle. Further, as described above, acontroller can be configured to control can change the rotationalvelocities of each of the STARMs to also change the amount of torquewhich is generated.

Next, a hybrid vehicle 870, which can hover above a surface or rollalong a surface is described with respect to FIGS. 46A and 46B. Thevehicle includes a plurality of hover engines, such as 875 a and 875 b.For example, two, three, four, five, etc. hover engines can be utilizedin a hybrid vehicle. The hover engines each include a motor and STARM.For example, hover engine 875 a includes motor 874 a and STARM 876 a.Whereas, hover engine 875 b includes motor 874 b and STARM 876 b.

The hover engines, 875 a and 875 b, are coupled to a support structure872. The support structure can support a payload 885. For example, in anautomobile like device. The payload 885 can be a passenger cabin andpassengers.

Mechanisms are provided which allows the hover engines to be rotated 880about an axis 878. In one embodiment, the hover engines can be rotatedthrough an angle of ninety degrees. At zero degrees, the STARMs can beapproximately parallel to the conductive substrate 884. At ninetydegrees, the STARMs are perpendicular to the surface as shown in FIG.46B.

The range of rotation doesn't have to be between zero and ninety. Forexample, the hover engines can be configured to rotate between ten andthirty degrees or between zero and fifteen degrees. Further, the rangeof rotation doesn't have to be the same for all of the hover engines onone vehicle. Thus, the range shown in FIGS. 46A and 46B is for thepurposes of illustration only.

A tire 878 is placed around the outer edge of each STARM, 876 a and 876b. The tire can be formed from materials, such as rubber, used in carand bike tires. In operation, the tires can touch the substrate 884 allor a portion of the time. Thus, a propulsive force can be generated as aresult of the magnets of the STARM interacting with the substrate 884and the friction between the tire and the substrate 884. Further, thehover engines can be operated to generate enough lift such that thevehicle 870 begins to hover at which point the tire may no longer touchthe substrate and the propulsive forces may be generated solely by themagnetic interactions or some other propulsive means (e.g., thrust frompropeller or a jet).

In addition, the hybrid vehicle 870 may be utilized on different typesof surfaces. For example, in FIG. 46A, it is shown over a conductivesubstrate 884. While over the conductive substrate, the lift and/orpropulsion can be generated from the hover engines. In FIG. 46B, thevehicle 870 is operated over a road bed 884. While over the conductivesubstrate, the motors in the hover engines can rotate the tires togenerate propulsion. However, the hover engines will not generate liftas a result of magnetic interactions which produce eddy currents.

Next, a room which provides signal isolation capabilities is describedwith respect to FIGS. 47A and 47B. In signal isolation, signalsgenerated in a space, such as vibrational or electromagnetic signals,can be isolated from their surrounding environment. In FIGS. 47A and47B, a top and a side view of a room 904 hovered within a surroundingenclosure 902. The magnetic lifting devices, such as 906 and 908 areconfigured to raise the room 904 and keep the sides of the room fromimpacting a surrounding enclosure 902. When the room is used as ameeting space. Furniture, such as 914, can be placed in the room.

In one embodiment, the space between the hovered room and thesurrounding enclosure can be evacuated. As a meeting space, an airsupply would be provided to room 904. To allow for evacuation, anairlock, such as 912, can be provided as an entrance to the room. Theroom can also be electromagnetically isolated, such as wrapped in afaraday cage.

The magnetic levitation can decouple energy signals generated within theisolated space from leaking out and keep energy signals, such asvibrations from outside the space from penetrating into the isolatedspace. In one embodiment, this type of system can be used for securecommunications. Some methods of spying on communications involvedetecting vibrations, which result when people talk, the signalisolation can keep these communications from leaking outward and beingdetected.

Next, some device configurations which can be used in carrying a payloadalong a track are described with respect to FIGS. 48A and 48B. The trackcan be configured to allow a payload to be moved horizontally,vertically, and angles between horizontal and vertical. The track caninvolve combinations of straight and/or curved elements.

In FIG. 48A, STARMs 928 are shown where magnets are arranged along sidesof cylinders. The magnetic fields extend outward to interact with aconductive substrate 924. The conductive substrate 924 is part of atrack 922, which includes the substrate 924 and a support structure 926.The STARMs are rotated by motors 930. The interaction of the magneticfields from the magnets in the STARMs with the substrate 924 cangenerated eddy currents which cause a force in the vertical direction aswell as tangential to the surface. The tangential force can keep theSTARMs 928 from contacting the substrate.

In this example, the poles of the magnets can be approximatelyperpendicular to the curved portion of the cylinder which forms theSTARM. This approach differs from the example described above where thepoles are perpendicular to a flat portion of the cylinder. Adisadvantage of the approach in FIGS. 46A and 46B, as compared to theapproach previously described, is that only a small portion of themagnets is near the conductive substrate at any one time. In addition,the portion is limited by the radius of curvature. Thus, in thefollowing Figures alternate designs are discussed which allow for agreater portion of the magnet volume to be placed closer to theconductive substrate at any one time.

The one or more STARMs 928 can be mechanically coupled to one anotherand a payload. In some embodiments, the one or more STARMs may generatesufficient vertical forces to allow a payload to be raised vertically.During descent, the STARMs 928 can operate to slow a descent of thepayload.

The tracks on which the STARMs 928 operate can be located in theinterior of structure, such as the interior of the building or theexterior of a structure, such as along the outer surface of a building.In the interior of a building, the STARMs may be configured to act as anelevator for carrying cargo and passengers. In an elevatorconfiguration, the use of STARMs may eliminate the need for long supportcables used with traditional elevators.

On the exterior of the building, the STARMs can be coupled to a track.The STARMs can be used to lift equipment and/or a person for doingmaintenance, such as window washing. Further, the STARMs on the exteriorof building might be used as part of an emergency descent mechanism. Forexample, a STARM can include a hook which can be coupled to a harnessworn by a person. The STARM can be configured to passively and/oractively generate a braking force which allows the descent of a personcoupled to the STARM to be slowed. A passive system may not require amotor coupled to the STARM. An active system can use a motor coupled tothe STARM to increase the braking forces generated by the STARM as apayload descends.

In the FIGS. 48A and 48B, a tensioning mechanism is shown between STARMs928. The tensioning mechanism includes support rods 934, a tensioningbar 932 and an actuator 936. The actuator 936 can be configured toactuate the tensioning bar 932 to change the distance between the STARMs228.

The lifting forces, perpendicular to the surface of the substrate 924,generated by the STARMs can cause the STARM move away from the surfaceof the substrate. Since the forces generated by the STARMs can be afunction of the distance of the STARM from the surface of the substrate924, the ascent/descent forces generated by the STARM can be reducedwhen the STARM moves away from the surface. The tensioning mechanism cangenerate a counter force, which keeps the STARMs close to the surface.Thus, the ascent/descent forces are not reduced as a result of theforces perpendicular to the surface generated by the STARM which wouldotherwise move the STARM away from the surface.

FIGS. 49A and 49B show an example of a magnetic lift system 940. Themagnetic lift system 940 which can be used to transport a payload in ahorizontal direction. The track 948 can be horizontal or sloped allowingthe payload to be transported in a horizontal direction as well asraised vertically. In different embodiments, the payload can be securedabove the device including the hover engines, 942 a and 942 b, or can besuspended below the device.

In the configuration of FIGS. 49A and 49B, the track 948 includes aslot. A first hover engine 942 a, which includes a STARM 946 coupled toa motor 944 is positioned above the track 948. A second hover engine 942b, which includes a STARM 956 coupled to a motor 952, is suspendedbeneath the track 948. The first hover engine 942 a is coupled to thesecond hover engine via member 958.

In one embodiment, the track 948 can be formed from contiguousconductive material, such as a copper or aluminum plate. In otherembodiment, the track 948 can include an insulator, such as an insulatorsandwiched between two pieces of aluminum to form a top track and alower track. In one embodiment, the insulator can be an electricalinsulator which prevents eddy currents generated from STARM 946 frominteracting with eddy currents generated from STARM 956. In anotherembodiment, the top portion of the track and the bottom portion of thetrack can be sufficiently spaced such that the top STARM 946 has aminimal effect on a bottom portion of the track and the bottom STARM 956has a minimal effect on a top portion of the track.

In one embodiment, the first hover engine, 942 a, above the track isconfigured to generate only lift, such as the lift needed to hover thecarrier vehicle including the two hover engines, 942 a and 942 b, and apayload against the force of gravity. The second hover engine 942 b canbe configured to only generate propulsive forces. Thus, the second STARM956 may be smaller and use less magnet volume than the first STARM 946.

In alternate embodiments, the first and second STARMs can be powered bya single motor or separate motors can be used to power each of theSTARMs. In an alternate embodiment, a single STARM, which can beactuated, can be used to generate both lift and propulsive forces andthe second STARM may not be used.

The second hover engine 942 b can be configured to rotate 962 about axis960 to change the orientation of STARM 946 relative to the bottom of thetrack 948. The forces used to change the orientation of the STARM 946can be provided from an actuator. To allow for the change in orientationof STARM 946, a joint (not shown) with one or more rotational degrees offreedom can be provided between the hover engine 942 b and the member958.

In operation, the hover engine 942 a can be operated to generatesufficient lift to hover the carrier vehicle and a payload. The hoverengine 942 b can be operated to generate forces, which push the STARM956 away from the track and pull the carrier vehicle downwards. Thus,the two STARMs, 946 and 956, can be kept vertically centered between thetracks 948. As described above, the bottom hover engine 942 b can becoupled to an actuator which can tilt the STARM 956 relative to thebottom of the track. The bottom STARM can be titled in one direction toaccelerate the carrier vehicle in a particular direction, such as 964,along the track, decelerate the carrier vehicle and bring it to a stopor move it in the opposite direction.

In FIG. 50, a hover-capable carrier vehicle 974 is shown positionedinside a track enclosure 972. A track enclosure, such as 9742, caninclude conductive substrates on multiple sides. In this example, thetrack enclosure includes conductive substrates on four sides. Thecarrier vehicle 974 includes hover engines in four rows, 976 a, 976 b,976 c and 976 c. The hover engines are each configured to interact withthe conductive substrates on the four sides of the enclosure 972 toposition and propel the carrier vehicle within the enclosure.

The cross section 978 of the enclosure 972 is shown as rectangular withstraight edges. In various embodiments, the cross section shape canvary. For example, a triangular cross section can be used. In general, apolygon with “n” sides, n is greater than three, can be used. In variousembodiments, one or more sides of the cross section can be curved. In aparticular embodiment, a circular or ovular cross section can be used.The cross section doesn't need to remain constant and can vary along thelength of the track enclosure.

In a particular embodiment, a portion of a track enclosure can becompletely enclosed to allow a pressure which is greater than or lessthan the pressure of the environment surrounding the enclosure can bemaintained. For example, a relative vacuum can be maintained in theenclosure. In other embodiments. The enclosure can only partiallyenclose the carrier vehicle 974. For example, a top of the enclosure 972may be open to form a trough.

The number of locations where the hover engines can interact with theenclosure can vary. The number of locations can vary according to thecross sectional shape. For example, for a triangular cross section or atrough cross section, interactions between the hover engines may occurover three sides of the track. As another example, when a circular crosssection is used, six strips of conductive substrate may be employed toallow interactions at six locations around the substrate.

The locations where interactions on the inner side of a track enclosuremay not be continuous. For example, in FIG. 50, the track enclosure 980includes a cut out portion 980. Prior to the cut out portion and afterthe cut out portion, the track enclosure is continuous around the crosssection. The cut out portion 980 allows a payload to be placed in thepayload section 982 of the carrier vehicle 974 or removed from thepayload section 982.

In various embodiments, the carrier vehicle can include mechanisms, suchas a tray coupled to an arm, which can be extended and retracted. Inanother embodiment, the carrier vehicle can include an arm with amechanism configured to grab a payload. The mechanism can be configuredsuch that it extends from and retracts into the payload section 982.

In operation, a payload can be placed on the arm and tray mechanism.When the arm is extended the payload can be extended from the payloadsection where it can be removed by another device. Further, an empty armand tray can be extended through cut out section 980 from the payloadsection. Then, a payload can be placed on the arm and tray. The arm andtray can be retracted such that the arm, tray and payload enter thepayload section 980. Then, the carrier vehicle and the payload can bemoved to another section of the track enclosure.

FIG. 51A shows a vertical transport system 1000 using two slotted tracks1008 like the slotted track 948 shown in FIGS. 49A and 49B. Four hoverengines 1002 a, 1002 b, 1002 c and 1002 d are positioned on either sideof the two tracks. The four hover engines are mechanically coupled toeach other and a payload 1012 via members 1010. The four hove enginesare arranged in a vertical orientation for climbing in direction 1014.

The tracks 1008 include a conductive mass on either side which caninteract with the hover engines. In one embodiment, the tracks can beformed from a conductive mass, such as formed from aluminum. The hoverengines each include a motor and a STARM, such as 1004 and 1006. In thisexample, each of the hover engines is configured to rotate about anaxis. For instance, hover engine 1002 d can rotate in either direction1005 about axis 1007. In alternate embodiments, one or more of the hoverengines can be mounted in a fixed orientation such that it doesn'trotate.

In the configuration of FIG. 51A, each of the hover engines is coupledto an actuator. The actuators can be configured to tilt the bottom ofthe STARM relative to the track such that an ascent or descent force isgenerated. The ascent forces can be used to raise the carrier vehicleincluding the four STARMs and the payload 1012.

FIG. 51B shows the configuration 100 of FIG. 51A in a descent mode. Indescent, the STARMs, such as 1006, can be tilted to actively generate abraking force which opposes gravity. Thus, the payload can be lowered atsome desired velocity. In a fail safe mode, such as when the one of themotors fails, the STARMs can still passively generate eddy currents inthe substrate portion of the track 1008. In particular, a descent 1016of the carrier vehicle can cause the STARMs to rotate without input fromthe motor. The rotation of the STARMs can generate eddy currents whichslow the vehicle. Further, the rotation of the STARMs can generate powerwhich may be used to power one or more of the motors or some otheremergency system. Of course, other breaking mechanisms, such as afriction brake, which can engage with the substrate during an emergency,may also be used as part of a fail-safe braking mode.

FIG. 52 illustrates an alternate embodiment which uses solid tracks 1024a and 1024 b rather than slotted tracks as shown in FIGS. 51A and 51B.In FIG. 52, the two hover engines, each including a STARM and motor, aremechanically coupled, via structure 1010, to one another and a payload1012. Each of the STARMs can include a volume and configuration ofmagnets, which generate a force which is perpendicular to the topsurface of the tracks 1024 a and 1024 b. The opposing forces canposition and center the carrier vehicle between the two tracks. Each ofthe STARMs can be actuated to generate an ascent force to lift thecarrier vehicle and the payload or slow the carrier vehicle and thepayload on descent.

In the examples above, a rotating STARM is tilted to generate a forceimbalance on one half of the STARM or the other half of the STARM.Depending on which way the STARM is tilted, a net force is generatedwith acts along the tilt axis. An advantage of this approach is theSTARM can rotate in a single direction while the propulsive forcegenerated by the STARM can be changed in both magnitude and direction.

FIGS. 53 a and 53 b show a track transport system 1030 including a firsthover engine having a STARM 1034 a and a motor 1036 a and a second hoverengine having a motor 1036 b and a STARM 1034 b. The first and secondhover engines are mechanically coupled to one another via supportstructure 1038.

In FIG. 53A, the two STARMs are positioned adjacent to a track 1032which includes two sections. The two sections can be orientated at anangle relative to one another. In the example of FIGS. 53A and 53B, thetwo track sections are orientated at ninety degrees to one another. Theangle is for the purposes of illustration only as the two portions couldbe orientated at a different angle, such as 45 degrees. Further, the twosections of the tracks are shown as being joined to one another in acontiguous manner. In other embodiments, two separate track sections canbe used.

Each of the two track sections includes a conductive substrate. Theconductive substrate interacts with the STARMs in the hover engines. InFIGS. 53A and 53B, a force imbalance is created because only a portionof the STARM is positioned over the track 1032. In particular, half ofeach of the STARMs, 1034 a and 1034 b are positioned over the track. Inother embodiments a different fraction (up to 100%) of the STARM can bepositioned above the track, such as ¼, ⅓, ⅔, ¾, etc., and the example of½ is described for the purposes of illustration only.

Further, when multiple STARMs are utilized, the portion of each of theSTARMs which is positioned above the track can vary from STARM to STARM.For example, half of STARM 1034 a can be positioned facing the track1032 while two thirds of STARM 1034 b can be positioned facing thetrack. In addition, a mechanism can be provided which allows a positionof one or more of the STARMs relative to the track to be adjusted. Thus,the fraction of the STARM facing the track may be adjustable. In variousembodiments, the mechanism can be used to move the STARM relative to thetrack, to move the track relative to the STARM or combinations thereof.

When each of the first and second hover engines is turned on, the STARMscan start generating magnetic drag. The magnetic drag acts on only theportion of the STARM facing the track. Thus, a force imbalance iscreated which can propel the STARM along the track and thus, a carriervehicle attached to the STARM can be propelled along the track. TheSTARM starts moving in a particular direction as soon as sufficientpropulsive force is generated. The amount of propulsive force may dependon the rate at which the STARM is rotated, the magnet configurationwhich is used, the volume of magnets used and the distance of themagnets on the STARM from the track 1032.

The direction of the force which is generated depends on the directionthe STARM is rotated. Thus, to change the direction of the force, thedirection of rotation of the STARM is changed. To change the magnitudeof the force, the rotation rate of the STARM can be modified. Inaddition, a mechanism may be provided which allows the distance of theSTARM from the track to be adjusted. This approach differs from the oneabove in that the direction of the propulsive forces output from thehover engine can be reversed while the STARM rotates in a singledirection. Further, the magnitude of the forces generated by a tiltablehover engine can be varied without necessarily changing the rotationalspeed of the STARM. In some embodiments, both the tilt angle and therotational velocity of the STARM, alone or in combination with eachother, can be used to change the magnitude of the propulsive forcesoutput from the hover engine.

The approach shown in FIGS. 53A and 53B may generate more net propulsiveforce as compared to the approach where the STARM is tilted. When theSTARM is tilted opposing forces are generated on either side of theSTARM. However, more force is generated on one side than the other sideto create a net force. By not placing a portion of the STARM above thetrack, the opposing forces on the portion of the STARM not above thetrack are eliminated. Hence, more net propulsive force may be generated.

The tiltable STARM allows for a neutral position where forces generatedon either side of the STARM are balanced and no propulsive aregenerated. In example of FIGS. 53 a and 53 b, two STARMs rotating indifferent directions can generate opposing forces to arrive at a neutralposition where no propulsive are generated. Thus, one STARM acts as abrake to other STARM. In an alternate embodiment, a mechanical brakemight be used to tether one or more STARMs at a fixed location, such asa mechanical brake which can be coupled to the track. In particular, thepropulsive STARMs, as shown in FIGS. 53 a and 53 b, can be spun up butthen held in place by the mechanical brake. When the brake is released,the carrier vehicle including the STARM can begin to move.

FIG. 54 shows four hover engines, 1046 a, 1046 b, 1046 c and 1046 d,each arranged in the manner shown in FIGS. 53A and 53B, i.e., where onlya portion of the STARM is facing the conductive substrate at any onetime. In one embodiment, the track can be arranged vertically. However,the track can also be arranged horizontally or at some angle betweenhorizontal and vertical. The four hover engines are coupled to oneanother via a support structure 1044. The four hover engines arearranged to generate opposing forces perpendicular to the surfaces ofthe two tracks, 1042 a and 1042 b, which keep the carrier vehiclecentered between the tracks.

FIG. 55 shows an example of a system 1050 for launch assist using amagnetic lifting sled 1052. An airplane, such as 1056, experiences thegreatest wing loading at take-off when it has the maximum payload. Themaximum payload has a strong effect on the needed wing area, associatedstructural requirements, runway length and engine size. If the energycosts associated with take-off can be reduced, it may be possible tolaunch on a shorter runway, extend the range of the vehicle, carry agreater payload, reduce the wing size of the vehicle and reduceenvironmental noise as a higher altitude can be reached more quickly.

One method of reducing energy costs associated with take-off can be theuse of a magnetic lifting sled 1052. The magnetic lifting sled can beused to eliminate the friction of the tires on the runway duringtake-off With an existing plane, such as 1056, the sled can be mountedunder the plane. The lifting sled 1052 can be activated to lift theplane off the ground. The lifting sled operates over conductivesubstrate 1054.

The plane 1056 can use its engines to power down the runway withouthaving to overcome the rolling friction of the tires. In FIG. 55, thethrust output 1060 propels the plane 1056 forward 1062. Thus, the planemay be able to accelerate more quickly, reach a higher take-off speedand reach cruise velocity and altitude faster than if the lifting sledwere not in place. In addition, if desired, the sled 1052 can alsogenerate forces which accelerate the airplane in the manners describedherein.

Next, a vehicle which induces eddy currents to generate an attractiveeffect is described with respect to FIG. 56. The vehicle 1070 caninclude an attractor mechanism 1076 which pulls the vehicle towards asurface of a vehicle. For example, permanent magnets can be used to pulla vehicle towards a ferromagnetic surface, such as a hull of a ship. Inanother embodiment, as described above, a hover engine can be configuredand operated which induce eddy currents to generate an attractive forcewhich pulls the vehicle 1070 towards a conductive surface, such as aparamagnetic surface or a ferromagnetic surface.

As an example, the vehicle might be used to move over the surface of anairplane or other type of vehicle with an aluminum skin. In yet anotherexample, the vehicle might be operated within a pipe where the hoverengines propel the vehicle within a pipe. The pipe can be considered atrack enclosure as was described above with respect to FIG. 50. In afurther example, the vehicle might be operated on the outside of a pipe.

The vehicle 1070 can have wheels, such as spherical rollers 1080 a and1080 b, which allow the vehicle to roll along the surface 1074. One ormore hover engines, such as 1072 a and 1072 b, can be used to generatepropulsive forces for moving the vehicle from location to location, suchas direction 1082. Further, the hover engines may generate some liftwhich can be used to control the net attractive force which is output.Further, the lift can be used to operate in a hover mode if desirable.

The vehicle 1070 can include sensors for inspecting the surface andtools for performing maintenance and repair. In one embodiment, thevehicle can be water proof to allow it work under water. In anotherembodiment, eddy currents induced from the hover engines in the surface1074 can be used to detect cracks and other flaws in the surface. Toenable this type of inspection, the vehicle can include probes whichextend from the vehicle to contact the surface 1074. The probes can beused to perform conductivity measurements between two or more points. Achange in the conductivity between two measurement points can indicatethe presence of a crack.

As an example, on a naval ship, the vehicle 1070 can include tools forremoving barnacles from the hull. In another embodiment, the vehicle1070 can include a tool, such as a welding tool for repairing a crack inthe hull. In yet another embodiment, the vehicle can use eddy currentsgenerated by the STARMs to detect for cracks or defects in the hull ascracks and defects can interfere with the flow of current through thehull. In a further embodiment, the vehicle can include paint and anozzle for painting a surface.

Next, an example of fluid manipulation using a hover engine is describedwith respect to FIG. 57. Aluminum is a material that is being used inmore and more applications, such as from tablet casings to airplanes. Asdescribed above, an eddy current can be induced in a non-ferromagneticmaterial, such as Aluminum. In the embodiments above, the eddy currentsgenerate a magnetic field, which can be used to generate lift. Inanother embodiment, rather than lifting a vehicle, the magnetic forceswhich are generated can be used to push a liquid. In a microgravityenvironment, the magnetic lift might be used to push to a hover engineand an associated vehicle away from a surface.

For example, as shown in FIG. 57, one or more hover engines, 1096 a and1096 b, can be used to move a liquid metal 1093 around, such as a liquidaluminum. The hover engines may be used to emit a force 1098, whichpushes against the liquid metal 1098 such it is forced into a complexgeometry associated with a mold 1091. This technique may allow morecomplex shapes to be molded than would otherwise be possible.

Next, some train and track configuration are described with respect toFIGS. 58 to 60C. In FIG. 58, a cross section of a hover locomotive 1100and a track is shown. The hover locomotive operates with a trackincluding vertical portions, 1108 a and 1108 b, and a horizontal portion1108 b. Three hover engines aligned horizontal and vertically are shown.More hover engines can be utilized and this example is provided forillustrative purpose only.

The hover locomotive 1100 utilizes a first hover engine, which includesa first STARM 1106 a and a first motor 1104 a. The first hover engine ispositioned above a horizontal portion 1108 b of the track, such that thebottom of STARM 1106 a is facing the top of the horizontal portion 1108b. In this example, the first hover engine is configured to generatelift only and doesn't generate propulsive forces. In other embodiments,the first hover engine can be configured to generate propulsive forces.

Two hover engines including motors, 1104 b and 1104 c, and STARMs, 1106b and 1106 c, are shown on either side of the locomotive 1102. Thesehover engines are mounted vertically where only a portion of each STARMis positioned adjacent to the track. These two STARMs are configured togenerate propulsive forces. The two vertical STARMs, 1106 b and 1106 c,each include a magnet configuration which generates a force normal tothe adjacent vertical portions, 1108 a and 1108 c, of the track. Thenormal forces can be used to keep the locomotive centered on the track.

In the example above, the two vertical hover engines are adjacent to avertical track. Thus, these two hover engines don't generate lift, whichcounteracts the force of gravity. However, the two hover generate liftin the sense there is a force generated which pushes the hover engineaway from the track in a direction which perpendicular to the track. Inother embodiments, the two hover engines and/or the adjacent track canbe angled in some manner to generate both lifting forces and propulsiveforces.

The two outside hover engines may only generate lift from a portion ofthe STARMs at any one time because only a portion of the STARMs is abovethe track at a particular time. Thus, the two outside STARMs, 1106 b and1106 c, may not be as efficient for generating lift as compared toSTARMs which are fully positioned above the track, such as thehorizontal STARM 1106 a shown in FIG. 58.

Multiple outside STARMs can be used in series to generate propulsiveforces. Further, multiple horizontal STARMs with differentconfigurations can be used to generate the lift. For example, in FIG.58, two horizontally mounted hover engines which are counter rotatingand side by side may be used to generate lift rather than the singlehover engine which is shown.

In other embodiments, a track configuration can be varied along itslength at different locations to generate to generate propulsive forces.For example, in FIGS. 59A, 59B and 59C, three track configurations, 1110a, 1110 b and 1110 c, are shown. In each of FIGS. 59A, 59B and 59C, across section of a carriage 1112 coupled to two hover engines, 1114 aand 1114 b is shown. In one embodiment, the hover engines are mounted ina fixed position relative to carriage 1112 and are not configured totilt. In other embodiment, the hover engines 1114 a and 1114 b can beconfigured to tilt.

During acceleration mode 1110 a, the track including portions 1116 a and1116 b is spread out such that the two hover engines 1114 a and 1114 bare centered over the track in the manner shown, such that only aportion of the STARMs in the hover engines are above the track. Whenpositioned in this way, a propulsive force is generated and the carriage1112 can be accelerated.

In a cruise environment 1110 b as shown in FIG. 59B, such as after thecarriage has been accelerated above a cruise velocity, the tracks 1116 aand 1116 b can be merged together to form track 1118. In thisconfiguration, the hover engines 1114 a and 1114 b may no longergenerate propulsive forces in their interaction with the track but stillgenerate lift because there are no longer force imbalances acting on theSTARMs.

In this example, after reaching a cruise velocity, it may not benecessary to rotate the STARMs in the hover engines 1114 a and 1114 b.The STARM can be stopped in a position where the magnet configurationgenerates lift as a result of the linear velocity between the track andthe magnet configuration. Then, the vehicle can cruise in this position.

If the hover engines are both rotating and translating relative to asurface and the translational speed relative to the rotational speed issignificant, then a propulsive force can be generated. The propulsiveforce is generated because on one side of the STARM the translationalvelocity adds to the net relative velocity of the magnets relative tothe surface and the other side of the STARM the translation velocitysubtracts from the net relativity velocity. Thus, more lift and drag canbe created on one side of the STARM relative to the other side of theSTARM. The force imbalance can generate a propulsive force. For avehicle configure to translate freely over a surface, such as describedabove, with respect to FIGS. 35-40. The control system can be configuredto actuate hover engines to balance out these forces while it istranslating.

In a braking mode 1110 c, the track 1120 is narrowed as compared to thetrack 1118. In this configuration, the hover engines 1114 a generate aforce in the opposite direction as shown for acceleration. This forcecan be used to slow the carriage 1112. In the example above, therotational direction or angle of the STARMs relative to the track don'thave to be changed to generate the propulsive forces. In otherembodiments, rotational control of the STARMs and/or tilt control of theSTARMs can be used in conjunction with the different trackconfigurations to enable propulsion of a vehicle.

Another example of using track configurations to generate propulsiveforces is shown in FIGS. 60A, 60B and 60C. In an acceleration mode 1120a, the track, 1120 a and 1120 b, is tilted in a first direction relativeto the STARMs in hover engines 1114 a and 1114 b, to accelerate thevehicle including the carriage 1112 and hover engines 1114 a and 1114 b,in a first direction. In a cruise mode 1120 a, the track 1124 is leveland the interactions between the hover engines and the track don'tcontribute significantly to propulsion. Unless, as described above, theSTARMs are rotating and the translational velocity relative to therotation rate of the STARM is significant.

In a braking mode 1120 c, the track, 1126 a and 1126 b, is tilted in anopposite direction as compared to the acceleration mode Thus, thevehicle is slowed if it is moving in the direction associated with theacceleration mode. Again, in this embodiment, the STARMs can be in afixed position and thus, don't actuate.

A tilt of the track in one direction or another generates thrust orbraking depending on a rotation direction of the STARMs in the hoveengines. Thus, the tilt directions in 1120 a and 1120C can be reversedin some instances. As another example, the track components can alwaysbe tilted in the same direction but the spin directions of the STARMscan be changed to produce braking or acceleration.

In the examples above described with respect to FIGS. 59A-60C, the trackconfiguration can be fixed. Thus, for example, the tilt angle of thetrack can't be changed once it is installed. In other embodiment, atrack can be designed with variable surface properties. For example, atrack section can be designed such that portions can be tilted indifferent directions to provide either the acceleration or brakingproperties along the same section of track.

In alternate embodiments, more than two hover engines can be utilizedacross the carriage, such as three, four, five or six hover engines or asingle hover engine with multiple STARMs. Thus, the track patterns inFIGS. 59A to 60C can be repeated in the horizontal direction to utilizethe multiple hover engines. Further, the track patterns in FIGS. 59A and60C can be combined. For example, when four STARMs are used in thehorizontal direction, two track portions can be aligned with the twoouter STARMs in the manner of FIG. 59A (acceleration) and two trackportions can be aligned with the two inner STARMs as shown in FIG. 60A(acceleration). In another example, when four STARMs are used in thehorizontal direction, two track portions can be aligned in the mannershown in FIG. 60A (acceleration) with the two outer STARMs and the twoinner STARMs can be aligned in the manner shown in FIG. 60B (cruise).

Next, magnetic lifting devices, which can be used to print or performother tasks, are described with respect to FIGS. 61A, 61B, 62A and 62B.In a free printing system 1140, magnetic lifting devices, such as 1144and 1148, can hover over a first material 1114 and deposit one or moresecond materials 1150 at various locations. The first material 1144 canrest on a conductive substrate 1142. The devices 1144 and 1148 caninclude hover engines which generate lift and propulsive forces as aresult of interactions with the conductive substrate 1142.

For example, the first material 1144 can be a piece of paper and the oneor more second materials 1150 can be inks. In another example, the firstmaterial 1144 can be a canvas and the one or more second materials 1150can be various paint colors. In yet another example, the second material1150 can be an etchant and the first material 1144 can be somethingwhich is etched by the etchant. Thus, locations where the secondmaterial is deposited can cause it and the first material to be removedwhen exposed to another material, as in the manner which semiconductorlayers are formed. In yet another example, the second material 1150 canbe polymer which bonds to the first material 11144 and itself to allowmultiple layers to be deposited and a 3-D structure to be formed, likein 3-D printing.

In general, the magnetic lifting devices, 1146 and 1148, can beconfigured to carry and dispense solid materials, such as a powder, aliquid material, a gas or combinations. The dispensed material can bondwith and/or interact with the material on which it is placed. Forexample, an ink can be dispensed, which both bonds and is absorbed intoa receiving medium, such as paper.

When a magnetically lifted device is operated over a conductivesubstrate, heat can be generated. The time over a particular location aswell as the operating conditions of the hover engine, such as itsrotation rate and distance from the surface, can affect how much heat istransferred to the surface. In a particular embodiment, the magneticallylifted device can be configured to cure a material, which it hasdeposited, by heating the surface below it for some amount of the time.

In one embodiment, the magnetically lifted devices can includetemperature sensors, which enable it to detect a temperature of amaterial below it. These temperature readings can be used to control acuring process. For example, the devices, can linger over a particularlocation until a temperature measurement indicates the surface hasreached a particular temperature at which point, the devices 1146 and1148 can be moved to another location.

A single magnetic lifting device or multiple magnetic lifting devicescan be configured to deposit multiple layers of material at a particularlocation. Two layers can be configured to interact with one another insome manner. For example, the materials in two layers can be configuredto mix together to produce a particular color. As another example, thematerials in two layers can be configured to react with another, such asvia some type of chemical reaction.

As shown in FIG. 61A, one or more magnetic lifting devices can beconfigured to translate from position to position, rotate in placeand/or translate and rotate simultaneously to deposit a material atvarious locations. The path the magnetic lifting device travels can varyeach time it is used. For example, if the magnetic lifting device wasdepositing black ink at various locations on paper to form a picture,then the path magnetic lifting device travels can vary from picturedepending on its composition and where the black ink is needed. Oneaspect of the system can be a program which determines an optimum travelpath for a magnetic lifting device based upon the locations were amaterial needs to be deposited. This approach differs from traditionalprinting systems where a print head is constrained to traverse across apaper from row to row and deposit material at various locations asneeded along each row.

Multiple magnetic lifting devices can deposit material in parallel whereeach magnetic lifting device can deposit the same or a differentmaterial. For example, a first and a second magnetic lifting device canbe configured to carry black paint where the first magnetic liftingdevice starts from a first corner and a second magnetic lifting devicestarts from a second corner. The first and the second magnetic liftingdevices can then deposit the black paint at various locations such thateach device generates a portion of the image.

In another example, a first magnetic lifting device can be configured todeposit a first color material, a second magnetic lifting device can beconfigured to deposit a second color material and a third magneticlifting device can be configured to deposit a third color material. Astarting position can be determined for each magnetic lifting device andthen each device can follow a path and deposit material in a particularpattern. The system can be configured to generate the three paths suchthat the magnetic lifting devices don't collide with one another duringas they each follow their proscribed routes.

Different magnetic lifting devices can be configured to deposit a firstmaterial on a receiving medium at various scales. For example, a firstsystem can be configured to print on sheets of paper from book size upto the size of a desk or a conference table. In another example, asecond system can be configured to print a billboard sized image. Thus,the magnetic lifting devices may be scaled to different sizes dependingon how much material needs to be deposited and the area which needs tobe covered for a particular application. The receiving medium on whichmaterial is deposited can be nearly any shape including curved andstraight edges. Thus, in FIG. 61 a, as examples, a rectangular shapedreceiving material 1144 and a general polygon shaped deposited material1150 are shown. Further, the system 1140 can be configured to accountfor different orientations of the receiving medium. Thus, it may be ableto print on a rectangular receiving medium which is placed in anyorientation on a horizontal surface.

The magnetic lifting devices, such as 1146 and 1148, can includemechanisms for determining its position. For example, a positioningsystem can include radio transmitters which are placed at knownlocations and a radio receiver on each magnetic lifting device. In FIG.61A, four radio transmitters, 1152, are shown. The magnetic liftingdevices can receive the radio signals from each transmitter and thendetermine its position using triangulation. This information can be usedas part of the GNC system as described previously.

The receiving medium, which receives the material deposited from themagnetic lifting device, can be positioned relative to the radiotransmitters, such that material from the magnetic lifting devices isdeposited in the desired locations. Using the position data, a startinglocation and path to follow can be generated for the magnetic liftingdevices where a precise location of the magnetic lifting device can beknown at a particular time along a desired path.

Other positioning mechanisms can be utilized. For example, a receivingmedium can be marked with a grid with unique identifiers where anoptical sensor on the magnetic lifting device is configured to detectthe unique identifiers. Then, a logic device on the magnetic liftingdevice or a remote device in communication with the magnetic liftingdevices can be configured to determine its position based upon thedetected data and make corrections to the magnetic lifting device'sposition over time.

In one embodiment, the positioning system can be portable andself-calibrating. For example, in an application involving a large area,positioning beacons can be placed and then the system can be configuredto calibrate its position relative to the beacons. In one embodiment, asensor can be placed on the receiving medium or a sensor, such ascamera, can be used to detect a position of the receiving medium so thatthe position of the receiving medium relative to the position beacons orother positioning sensors can be verified.

FIG. 61B, shows the bottom side of a magnetic lifting device 1148. Themagnetic lifting device 1148 includes a first material emitter 1156 apositioned near an axis of rotation 1158 and a second material emitter1156 b at a radial distance from the axis of rotation. If the vehiclecan translate and rotate simultaneously, then first material emitter1156 a can deposit material at a first location while the vehicle isrotated to allow the second material emitter 1156 b to deposit materialin an arc centered on the first location.

In general, the magnetic lifting devices, such as 1146 a and 1146 b, caninclude mechanisms for generating lift (e.g., rotors and a motor), apower interface to an external power source or an internal power source,a material reservoir, a mechanism for dispensing the material, one ormore sensors for detecting the magnetic lifting devices currentposition, a control system for controlling a translational positionand/or a rotational orientation of the magnetic lifting device via apropulsion system of some type and a propulsion system. In oneembodiment, rotational elements on the magnetic lifting device can beconfigured to tilt in some manner to act a propulsion system. In oneembodiment, the magnetic lifting device can have four such rotationalelements as previously described above.

In FIG. 62A, a system 1160, including a first material 1168, i.e., thereceiving medium placed over a conductive substrate 1170, is shown. In1160, the magnetic lifting device 1162 generates magnetic lift using theconductive substrate 1170. In one embodiment, the conductive substrate1170 can be a metal table top where the first material is placed on themetal table top. In another embodiment, the conductive substrate 1170and the first material 1168 don't have to be in contact with oneanother. For example, a wood surface, such as wood surface on a desk canhave a conductive substrate 1170 beneath the wood surface. The firstmaterial can then be placed on the wood desk and then the magneticlifting devices can hover over it and deposit material at variouslocations using the metal substrate to generate lift. As an example, apiece of paper or multiple pieces of paper can be placed on the desk andthen one or more magnetic lifting devices can be operated to printimages on the paper.

In another embodiment, the first material 1168 and the substrate 1170can be integrated with one another. For example, the first material 1168can be bonded to a flexible conductive substrate 1170. A large sheet ofthe integrated material can be generated and then laid out on ahorizontal surface, such as to form a large banner. Then, the magneticlifting device 1162 can be operated to form an image on the integratedmaterial, such as an image on the banner. Subsequently, the banner mightbe displayed.

A new image might be drawn over the banner by covering up the firstimage or the integrated material might be recycled and used again. Inanother embodiment, the integrated material can be heated to remove allor a portion of it at a particular location. Thus, an image might beformed by removing the first material 1168 to expose the underlyingsubstrate 1170.

In one embodiment, the hover height 1164 can be varied to affect how thematerial is dispersed from the magnetic lifting device. For example, ifthe magnetic lifting device is configured to deposit material over acircular area, then the hover height can be varied to increase ordecrease an area of the circle of material which is deposited. Thus, thehover height 1164 and the size of the circular area may vary fromlocation to location as the magnetic lifting device 1162 travels alongits path.

In another example, the hover height might be varied to deposit multiplelayers to generate a 3-D structure. For instance, a 3-D topographicalmap can be generated. The maximum height of the 3-D structure can dependon the maximum hover height of the magnetic lifting device.

In various embodiments, the receiving material doesn't have to be flat.For example, in system 1180, as shown in FIG. 62B, the receivingmaterial 1188 has a trench 1186 where the magnetic lifting device 1182deposits material into the trench. The magnetic lifting device generateslift via its interaction with substrate 1190.

In one embodiment, the material which is deposited can have magneticproperties and the magnetic lifting device can include magnetic fieldgenerators, such as 1184 which are configured to interact with thematerial. The magnetic field generators can be controllable and can beintegrated into or separate from the elements used to generate magneticlift or propulsion. When separate, the magnetic field generators may beseparately controllable.

Using the magnetic field generator, the material which is deposited canbe manipulated in some manner. For instance, the magnetic fieldgenerators may be used to generate a force which pushes a depositedmaterial into the trench as shown in FIG. 62B. In another example, themagnetic field generators can be used to alter of a direction of thematerial which is deposited while it is flight to control where it landsand/or the shape in which it lands.

In one embodiment, the deposited material can have ferromagnetic,diamagnetic or paramagnetic properties. For example, as described above,the deposited material can be an ink. The receiving medium 1188 canpermeable or may be non-permeable to the deposited material. Thus, amagnetic field generator may be used to push a material along a surfaceor into a surface depending on its permeability to the depositedmaterial. For example, the magnetic field generator can be used to pushink into paper or push a material along a surface until it is confinedto a particular location.

The magnetic field generators 1184 can be located above the depositedmaterial, i.e., because they are coupled to a hovering device 1182.However, the magnetic field generators can also be located below thedeposited material, such a mounted below a desk. In this instance, themagnetic field generators can be used to manipulate the depositedmaterial, such as pulling towards the surface and into cracks or otherfeatures or moving it along a surface. If the conductive substrate isferromagnetic, an attractive force can be generated in the substratewhen exposed to the magnets of the magnetic lifting device. Theattractive force can pull a deposited material with magnetic propertiestowards and into a surface of the receiving medium. It may also pull themagnetic lifting device towards the surface of the receiving mediumwhich is balanced by the repulsive forces due to eddy currents.

Other mechanisms can be provided which affect a receiving medium or amaterial deposited on the receiving medium. For example, a cuttingmechanism, such as a sharpened blade, a laser cutter or torch cutter,may be provided on the magnetic lifting device which cuts the receivingmedium and/or any deposited material. In another example, a cooling orheating mechanism can be provided which cools or cures the materialplaced on the receiving mechanism. For example, using inductive heatingin the conductive substrate generated from the magnetic lifting device,it may be possible to cure a material or form a heat activated bondbetween two materials which are above the substrate.

The cutting capabilities can be used for other applications. Forexample, the magnetic lifting devices can be used to cut material usedto make a large sail. In yet other example, the magnetic lifting devicesmay be used to cut metal on a ship, such as to dismantle a ship orrepair a ship.

Magnet Configurations and Performance Comparisons

In this section, various magnet configurations which can be used inSTARMs are described with respect to FIGS. 63-117. Prior to describingthe magnet configurations some terminology is discussed. Typically, apermanent magnet is created by placing the magnet in an outside magneticfield. The direction of the outside magnetic field is at someorientation relative to the geometry of the permanent magnet which isbeing magnetized. The direction of the outside magnetic field relativeto the geometry of the permanent magnet when it is magnetized determinesthe poles of the permanent magnet where the north and south polesdescribe the polarity directions of the magnet.

In the examples below, a STARM will have an axis of rotation. A firstgroup of magnets can be referred to as “poles.” Poles can have apolarity direction which is approximately parallel to the axis ofrotation of the STARM. Although, in some embodiments, magnets can besecured in the STARM such that there is an angle between the polaritydirection of the magnet and the axis of rotation of the STARM. Inaddition, as described above, mechanisms can be provided which allow anorientation of a permanent magnet to be dynamically changed on a STARM.

A second group of magnets can be referred to as “guides.” The guides canbe secured in a STARM such that the angle between the polarity directionof the guides and the axis of rotation is approximately ninety degrees.However, the angle between the guide magnets and the axis of rotationcan also be offset by some amount from ninety degrees. When pole magnetsare secured in a STARM with alternating polarity directions, themagnetic field lines emanating from the north pole of one pole magnetcan bend around to enter into the south pole of an adjacent pole magnetand the magnetic field lines emanating from the south pole of one polemagnet can bend around to enter into the north pole of an adjacentmagnet. Typically, the guide magnets can be placed between the poles.The “guide” magnets can guide the path of the magnetic fields thattravel between the pole magnets.

The combination of pole magnets and guide magnets can be secured in aSTARM to form a configuration of polarity regions. On a STARM, thisconfiguration can be referred to a polarity arrangement pattern. In someof the examples below, a polarity arrangement pattern of the STARM canbe formed from a first polarity arrangement pattern which is repeated.For example, the polarity arrangement pattern can be formed from a firstpolarity arrangement pattern which is repeated two, three, four, fivetimes, etc. In other embodiments, the polarity arrangement pattern of aSTARM can be formed from a first polarity arrangement pattern and asecond polarity arrangement pattern where the first polarity arrangementpattern or the second polarity arrangement pattern is repeated one ormore time.

A polarity region in a polarity arrangement pattern can have a commonpolarity direction. The polarity region can be formed from one or moremagnets polarized in the common direction associated with the polarityregion. In the examples which follow, single magnets, such as one inchcubic magnets, are described as forming a polarity region. However,multiple magnets of a smaller size can be used to form a polarityregion. For example, a one inch cube polarity region can be formed fromeight one half inch cubed magnets or sixteen one quarter inch cubemagnets all arranged in the same direction. Thus, the examples below areprovided for the purposes of illustration only and are not meant to belimiting.

An overall polarity arrangement pattern generated on a STARM usingpermanent magnets can form a magnetic field with a particular shape anddensity of magnetic field lines. The magnetic field is three dimensionalin nature and can be quite complex. The strength of the field atdifferent locations can depend on the volume distribution of magnets andtheir associated strength.

Magnetic fields are generated when current is moved through a wire. Forexample, current passing through a wire coil generates a magnetic fieldwhich approximates a bar magnet. A magnet constructed in this manner isoften referred to as an “electromagnet.” In various embodiments, themagnetic field shapes and density of magnetic field lines from anarrangement of permanent magnets can be approximated by usingarrangements of wires and passing current through the wires. Thus, theexample of permanent magnets is provided for the purposes ofillustration only and is not meant to be limiting.

A STARM can have a top side and a bottom side. When eddy currents aregenerated, a bottom side can face the conductive substrate where eddycurrents are induced by the rotation of the STARM. Often, when permanentmagnets are used, the permanent magnets can have at least one flatsurface. As examples, cubic shaped magnets have six flat surfaces,whereas, cylindrically shaped magnets have two flat surfaces which arejoined by a curved surface. In some embodiments, the at least one flatsurface on each of the permanent magnets on a STARM can be secured on acommon plane. The common plane can reside close to the bottom side ofthe STARM.

In alternate embodiments, a STARM can be curved or angled. For example,the STARM can be convex or concaved shape and/or include other curvedportions. The bottom of magnets of the STARM can be arranged to followthe bottom surface of the STARM including curved surfaces. The magnetscan have flat bottoms, such as cubic magnets. However, in otherembodiments, the magnets can be formed in curved shapes to help confirmto the curvature of the STARM.

As an example, a hover engine can be configured to operate within a pipeor a trough where the inner surface of the pipe includes a conductivesubstrate. The STARM of the hover engine can be bowl shaped and bottomof the magnets on the STARM can be arranged to follow outer surface ofthe bowl shape. When a STARM is placed next to a curved surface, alarger proportion of the magnets on the STARM can be closer to the innersurface of the pipe as compared to if the magnets were arranged in acommon plane, such along the bottom of a flat disk.

Next, some magnet and STARM configurations are described. FIG. 63 showsa STARM 1200. The STARM 1200 has a ten inch outer diameter. Twenty oneinch cube magnets are arranged around the circumference of a circle. Inparticular, one inner radial side of each of the twenty one inch cubemagnets is approximately tangent to a 3.75 inch radius circle.

The inner radial distance provides a small gap between each magnet. Thegap between magnets increases as the radial distance increases. Aminimum inner radial distance allows the magnets to approximately touchone another. The inner radial distance can be increased, which for thesame amount of magnets increases the minimum gap between the magnets.

A structure of about 0.25 inches thick is provided between the outerradial edge of the magnets and the outer diameter 1202 of the STARM. Inone embodiment, the center of the STARM can include a number of mountingpoints, such as 1204. The mounting points can be used to secure theSTARM 1200 to a rotatable member, such as a rotatable member extendingfrom a motor.

The polarity arrangement pattern of the STARM includes ten pole magnetsand ten guide magnets. The polarity arrangement pattern is formed from afirst polarity arrangement pattern as exemplified by magnets 1206, 1208,1210 and 1212. In this example, the first polarity arrangement patternis repeated four times. In other embodiments, the first polarityarrangement pattern can be used once on a STARM or can be repeated two,three four times, etc. Further, more than one ring of magnets can beprovided, which utilize the first polarity pattern. For example, thefirst polarity pattern can be repeated twice in an inner ring and thenfour times in an outer ring as shown in FIG. 63.

In the example above, the volume of each pole and guide magnet is thesame. In other embodiments, the volume of the pole magnets and the guidemagnets can vary from magnet to magnet while still maintaining theoverall polarity arrangement pattern. For example, the volume of thepole magnets can be half the volume of the guide magnets. In anotherexample, the volume of the pole magnets can be double the volume of theguide magnets.

The shape of pole and guide magnets is cubic with a one cubic inchvolume for each magnet. In other embodiments, the volume of eachpolarity region can be maintained but a different shape can be used. Inyet other embodiments, the polarity arrangement pattern can bemaintained but different volume size can be used for each polarityregion. For example, a single cubic magnet, with a 0.125 inch, 0.25inch, 0.5 inch, 0.75 inch, 1 inch, 2 inch, 3 inch, 4 inch, 5 inch ormore side can be used to provide each polarity region.

When twenty smaller cubic magnets are used, it is possible to arrangethem around a smaller radius circle. When twenty larger cubic magnetsare used, a larger radius circle is required. When the first polarityarrangement pattern is repeated more times and the magnet size is thesame as in FIG. 63, a larger radius STARM is required. When the firstpolarity arrangement pattern is repeated less times and the magnet sizeis the same, a smaller radius STARM can be used. However, the magnetscan also be arranged around the same radius but with a larger gapbetween magnets.

In FIG. 63, the pole and guide magnets which form the polarityarrangement pattern are arranged around a circle. In other embodiments,the magnets can be arranged around other shapes, such as a square or anoval. Some examples of using the first polarity arrangement pattern butarranging the magnets around a different shape are described withrespect to the Figures which follow.

In the FIG. 63, the bottoms of the twenty magnets are arranged in aplane which is near the bottom of the STARM 1200. The area of the bottomof the magnets is approximately twenty cubic inches and the volume ofthe magnets is approximately twenty cubic inches. In variousembodiments, the area of the bottom the magnets closest to the bottom ofSTARM 1200 divided by the Volume^(2/3) is greater than or equal to one,i.e., Area/Volume^(2/3)≧1.

For STARM 1200, the Area/Volume^(2/3) equals about 2.71. In otherembodiments, this ratio can be greater than or equal to two. In yetother embodiments, the ratio can be greater or equal to three. Infurther embodiments, this ratio can be greater than or equal to four. Inyet other embodiments, this ratio can be greater than or equal to five.

In FIG. 64, STARM 1200 is shown secured in an enclosure with top piece1214 and a bottom piece 1216. The enclosure is formed from a number ofthe layers. In this example, layers of aluminum and polycarbonateplastic are used where layers 1214 and 1216 are formed from aluminum.Other materials are possible and these are provided for the purposes ofillustration only.

In one embodiment, the center region of the STARM 1200 can provide alarge enough space such that a motor can fit in this region. In otherembodiments, a motor can be mounted above the top side 1214, such that atop side of the magnets is beneath the motor. In yet other embodiments,a motor can be mounted to the side of the STARM 1200 and a transmissionmechanism can be provided, such as a mechanism including belts andgears, to transfer a torque used to turn STARM 1200. If the STARM 1200is bowl shaped, then the motor might fit partially or entirely below atop lip of the bowl.

In FIG. 64, a model was built and tested experimentally. In addition,the results were simulated using Ansys Maxwell. A comparison of theexperimental and numerical results is shown in FIG. 83. A number ofother designs were also simulated. These designs are described withrespect to FIG. 65-76. In addition, numerical results are compared toone another in FIGS. 85 and 86. Finally, the numerical results predicteddy current patterns which are induced from the rotating the STARM.Some examples of these eddy current patterns for a number of differentdesigns are illustrated in FIGS. 77 to 82.

In FIG. 65, a variation 1230 of the design 1200 in FIG. 63. In 1230, thenumber of magnets is twenty and the magnet volume is twenty cubicinches. The number of magnets is arranged around a larger circle ascompared to design 1200. In particular, the radius of the circle is 4.25inches instead of 3.75 inches. The increased circle radius results in alarger spacing between adjacent magnets. In one embodiment, design 1230is configured in a STARM with an outer diameter of eleven inches. Anumerical prediction of lift for this design is shown in FIG. 86.

A second variation 1240 of design 1200 is shown in FIG. 66. In 1240, thenumber of magnets is twenty and the magnet volume is twenty cubicinches. However, magnets with half the height are used. The magnets aretwo inches by 1 inch by ½ inch (L×W×H). The magnets are arranged withthe same starting position as shown in FIG. 63. However, each of themagnets extend radially outward an extra inch. To accommodate theadditional radial length of the magnets, the radial distance of a STARMcan be increased. A numerical prediction of lift for this design isshown in FIG. 86.

The bottom area of the magnets is forty cubic inches. The area dividedby the total volume^(2/3) is about 5.43. In alternate embodiments, whilemaintaining a constant volume, this ratio can be increased by loweringthe height of the magnets and extending their radially length. Forexample, in FIG. 66, the height of the magnets can be lowered to ⅓inches and the length can be extended to three inches radially. For thisdesign, the bottom area of the magnets is sixty square inches and thearea divided by total volume^(2/3) is about 8.14.

In 1240, a gap 1242 is shown between each magnet. In one embodiment, amagnet, such as triangle shaped magnet 1244 can be inserted in the gap.In one embodiment, the polarity of the gap magnet can be selected tomatch the polarity of the adjacent guide magnet or pole magnet. Forexample, the polarity of the adjacent guide magnet can be selected forall of the gap magnets or the polarity of the adjacent pole magnet canbe selected for all the gap magnets. In another embodiment, twotriangular shaped magnets can be placed in the gaps where one of themagnets' polarities matches the adjacent pole magnet and the othermatches the adjacent guide magnet. In yet another embodiment, the twentymagnets can be custom shaped such that the magnets fit together withminimal gaps.

In FIG. 67, a different magnet arrangement 1250 with a number ofdifferent polarity arrangement patterns is shown. In 1250, twenty, onecubic inch magnets, such as 1252, are provided which span an axis ofrotation of a STARM. The twenty magnets are arranged in a two by tenarray. The magnets are arranged to induce two large eddy currents. Thetwo induced eddy currents generally extend inwards towards the axis ofrotation which is in the center of the circle.

Four different polarity arrangement patterns, 1254, 1256, 1258 and 1260,that produce the two eddy current pattern are shown. For the conditionssimulated, pattern 1254 generated the most lift. However, significantlift is predicted for the other patterns. Pattern 1258 was predicted togenerate the least amount of lift.

In one embodiment, a ferrite top was added to the design and simulated.In general, a material with a high magnetic permeability can beutilized. Some examples of these materials have been previouslydescribed. The numerical simulations predicted an increase in lift whena ferrite top is added to design 1250.

In another embodiment, a space can be introduced above the axis ofrotation. This space can allow for an attachment of a rotational memberto the STARM. Eddy currents patterns which are predicted for this design(with the spacing at the center) are shown in FIG. 78 and a predictionof lift for this design is shown in FIG. 85. The predicted eddy currentpatterns in FIG. 78 are similar to the eddy current patterns for design1250.

In the example above, one cubic inch magnets don't have to be employed.For example, three magnets can be used to form polarity arrangementpattern 1254 where first and second magnets at the ends are three inchesby two inches by one inch and a third magnet in the center is fourinches by two inches by one inch. When fewer magnets are used, theassembly process may be simplified.

In FIG. 67, a total volume of guide magnets to pole magnets varies fromtwo thirds (patterns 1254 and 1258) to 1.5 (patterns 1256 and 1262). Theratio of the volume of guide magnets to pole magnets can be variedoutside of this range to optimize the lift generated for a particularvolume of magnets and polarity arrangement pattern. In this example, thearea of the bottom of the magnets is twenty inches and the volume istwenty inches. Like the design previously described with respect to FIG.66, the area of the bottom of the magnets can be increased while thevolume is held constant by reducing the height of the magnets andspreading them out over a larger area.

An alternate 1280 to design 1250 is shown in FIG. 68. The magnet volumeis held constant between the designs. Further, the guide magnet to polemagnet ration is the same as polarity arrangement pattern 1254, i.e.,forty percent. However, the distance the design extends from the axis ofrotation in the center of the circle is reduced.

In design 1280, the magnets extend about four inches from the axis ofrotation as compared to the design 1250 in FIG. 67. Further, the numberof magnets per row is no longer constant. A reduction in the maximumdistance the magnets extend from the centerline may allow the design tobe formed on a smaller radius STARM. The numerical simulations predicteda similar amount of lift for designs 1250 and 1280.

Yet another alternate to designs 1250 and 1280 is shown in FIG. 69, thenumber of rows is reduced to five. Five rows enable the magnets to fitin approximately a three inch radius circle. A circle with a twenty incharea has a radius of 2.52 inches, which is the smallest radius which canbe used. Thus, design 1290 is approaching this limit while employingrectangular shaped magnets.

The polarity arrangement pattern 1292 is used for design 1290. Two polesand a single guide magnet polarity are used. The ratio of guide magnetvolume to pole magnet volume is 1.86. A prediction of the eddy currentpatterns for design 1290 is shown in FIG. 79 and a prediction of thelift is shown in FIG. 86.

Yet another alternate 1300 to designs 1250, 1280 and 1290 is shown inFIG. 70. In design 1300, a five inch by four inch array of magnets isused. The polarity arrangement pattern 1302 is employed. The ratio ofthe guide magnet volume to the lift magnet volume is about 1.5. The liftand eddy current patterns predicted for design 1300 are similar todesign 1290.

In FIGS. 69 and 70, in one embodiment, a small space in the magnetconfigurations can be provided near the axis of rotation to allow arotation member to extend through the space and attach to the structureof the STARM. In another embodiment, a structure can be provided whichextends over the top and sides of the magnets and a rotational membercan be secured to this structure.

In FIG. 70, three rows of guide magnets and two rows of pole magnets areused. In design 1310 in FIG. 71, four rows of guide magnets are used andtwo rows of pole magnets are used. The volume of the magnets in the polemagnet rows is different than the volume of magnets in the guide magnetrows (four cubic inches as compared to three cubic inches). The additionof the extra row of magnets didn't significantly affect lift predictionsfor design 1310 as compared to design 1300 shown in FIG. 70.

Another magnet configuration 1320 is shown in FIG. 72. Again, twenty oneinch cube magnets are shown. The magnets are arranged in four clusters,1330, 1332, 1334 and 1336, each with five cubic inches of magnets. Eachcluster includes pole and guide magnets.

As an example, cluster 1330 includes a pole section 1324 with threecubic inch magnets. The magnets in the pole section are arranged inalong a radial line. The pole section 1324 is orientated to point intothe page. Two guide magnets 1322 a and 1322 b point towards the centerof the pole. The ratio of the guide magnet volume to pole magnet volumeis ⅔.

Cluster 1332 includes pole section 1328. The pole section includes threeone inch cube magnets aligned along a radial line from the axis ofrotation 1338. The polarity of the magnets in the pole section 1328 isout of the page, i.e., the open circles represent a north poles and thecircles with “X” inside represent a south pole. Two guide magnets 1326 aand 1326 b are provided. The polarity of the guide magnets is away fromthe pole section 1328.

The clusters 1330 and 1332 provide a polarity arrangement pattern. Thispattern is repeated with clusters 1334 and 1336. In various embodiments,a STARM can be formed with only clusters 1330 and 1332 or the polarityarrangement pattern can be repeated once, twice, three, four times, etc.A prediction of the eddy currents for design 1320 are presented in FIG.80 and prediction of lift for the design are presented in FIG. 86.

In various embodiments, the ratio of the guide magnet volume to polemagnet volume can be varied. Further, each individual cluster can berotated by some angle. For example, the pole section can be alignedperpendicularly to a radial line from the axis of rotation 1338. Inaddition, the volume of magnets in each cluster can be varied. Also, theradial distance of the magnets from the center axis of rotation 1338 canbe varied.

Yet further, the shape of the pole sections, such as 1324 and 1328, canbe varied. For example, the pole sections 1324 and 1328 can be formed asa single cylindrically shaped magnet with a volume of three cubicinches, such as a one inch high cylinder with a radius of about a 0.98inches or a ½ inch high cylinder with about a 1.38 inch radius. In theexample of design 1320, the guide magnets in each cluster are arrangedalong a line. In other embodiments, the guide magnets don't have to bearranged along a line. The shape of the guide magnets can also bevaried.

A variation 1340 of design 1320 is shown in FIG. 73. In 1340, theclusters, such as 1344 and 1346, are rotated ninety degrees as comparedto design 1320 such that the pole sections in each cluster are arrangedperpendicularly to a radially line from the axis of rotation 1338. Inaddition, the distances between clusters, such as the distance 1342 abetween clusters 1344 and 1346 or the distance 1342 b, can be varied.

In design 1320 in FIG. 72, the distances were equal. In this example,distance 1342 a is less than distance 1342 b. Simulations indicated thatbringing adjacent clusters together can result in an interaction betweenthe eddy currents produced by the clusters. For the conditionssimulated, this interaction produced an increase in overall lift ascompared to when the clusters were equally spaced as shown in FIG. 72.The interactions are non-linear. Thus, this result may not hold for allconditions.

Another variation 1350 of design 1320 is shown in FIG. 74. In design1350, like design 1320, the pole sections are arranged along a radialline from the axis of rotation. However, the guide magnets are no longerarranged along a single line. In particular, the guide magnets 1352 aand 1352 b are arranged at the ends of the pole sections. Simulationspredicted that this polarity arrangement pattern provide about the sameamount of lift as design 1320.

Yet another magnet configuration is described with respect to FIGS. 74and 75. In this configuration, the magnets are clustered and arranged ina line where the amount of clusters can be varied. The designs 1360 and1370 in FIGS. 75 and 76 each include twenty cubic inches of magnets. Indesign 1360, the magnet volume is divided into two rectangular clustersof ten cubic inches each, 1362 a and 1362 b. In design 1370, the magnetvolume is divided into four clusters, 1372 a, 1372 b, 1372 c and 1372 d,each with five cubic inches of magnets in each cluster.

A single cluster of twenty cubic inches of magnets can be provided. Thisdesign might be incorporated on a STARM with a single arm or a circularSTARM with a counter weight to balance the weight of the magnets. Ingeneral, one, two, three, four or more clusters can be distributed overa STARM.

Two polarity arrangement patterns 1364 and 1366 are shown. Thesearrangements can be repeated on each cluster. Pattern 1364 includes twopole regions. Pattern 1366 includes three pole regions. In pattern 1364,the ratio of guide magnet volume to pole magnet volume is 1.5. Inpattern 1366, the ratio of guide magnet volume to pole magnet volume isabout ⅔. The ratio of the bottom area of the magnets (20 square inches)relative to the Volume^(2/3) of the magnets is about 2.71. Again, likethe other designs, this ratio can be varied.

In various embodiments, the ratio of guide magnet volume to pole magnetvolume can be varied for patterns 1364 and 1366. In addition, the radialdistance from the center axis of rotation can be varied. The radialdistance affects the moment of inertia. Further, the relative velocityof the magnets relative to the substrate varies with RPM of the STARMand the radial distance. Thus, the radial distance can be selected toobtain a desired relative velocity which is compatible with the RPMoutput capabilities of the motor and is compatible with packagingconstraints.

In FIGS. 75 and 76, the magnets in each cluster are arranged inrectangles and are configured to touch one another. In variousembodiments, the aspect ratio of the length relative to the width of therectangular clusters can be varied as is shown in FIGS. 75 and 76.Further, spacing can be provided between the magnets in a polarityregion or between different polarity region in the polarity arrangementpatterns 1364 and 1366. The spacing might be used to allow structurewhich secures the magnets. Further, the magnets don't have to bearranged to form a rectangle. For example, the magnets can be arrangedin arc by shifting the magnets relative to one another while allowing aportion of each adjacent magnet to touch. In general, many differenttypes of cluster shapes can be used an example of a rectangle isprovided for the purposes of illustration only.

Next some eddy current patterns for some of the different magnetconfigurations are illustrated in FIGS. 77 to 82. In the Figures, thearrows indicate a direction of current on the surface of a conductivesubstrate. The relative magnitude of the current is indicated by a sizeof the arrows. The eddy current patterns were generated using a finiteelement analysis to solve Maxwell's equations. The materials and theirphysical properties are modeled in the simulation.

The simulations were performed using Ansys Maxwell. The simulations useda ½ inch copper plate. The distance from the surface was 0.25 inches.The eddy current patterns remained similar when height was varied.However, the strength of the eddy currents increased as the height abovethe surface decreased. Peak currents observed for the simulations variedbetween about three to eight thousand amps per cm² at a 0.25 in heightabove the surface. The current decreased with depth into the copper.

The RPM value used for the simulations was 3080 RPM except for resultsshown in FIG. 79. In FIG. 79, a value of 6000 RPM was used. The reasonsfor using a different RPM value are discussed in more detail withrespect to FIGS. 85 and 86.

In FIG. 77, the magnet configuration and polarity arrangement patterndescribed with respect to FIG. 63 is employed. The polarity arrangementpattern includes ten poles and ten guide magnets. Ten eddy currents,such as 1382 and 1384, are generated to form eddy current pattern 1380.

An eddy currents each form around a pole and guide magnet pair, such as1386 (pole) and 1388 (guide). The eddy currents spin in alternatingdirections. The current strength varies around the circumference of theeddy current where the strongest currents occur where the eddy currentsmeet and interact with one another. For each pair, the strongest currentsets up under a guide magnet, such as 1388.

The simulations indicated in this configuration that the poles generatenegative lift and the guide magnets provide lift. When lift from theguide magnets is greater than the pull from the pole magnet, a net liftis generated. Without being bound to a particular theory, it is believedthe enhanced current strength due to the eddy current interacting, whichpasses under the guide magnets, enhances the lift which is generated.

Pattern 1380 is a snap shot at a particular time. In the simulation, theSTARM and the magnets rotate according to the proscribed RPM value.Thus, the eddy currents such as 1382 and 1384 don't remain stationarybut follow the magnets around as the magnets rotate according to the RPMrate.

In FIG. 78, an eddy current pattern for a variation 1395 of design 1250in FIG. 67 is shown. The design 1395 includes a small gap near the axisof rotation 1392. As described above, the gap can be used to mount arotational member to a STARM. In this design the STARM structure doesn'thave to be cylindrical. For example, a box shaped design may be used tocarry and secure the magnets. Thus, the structure used for the STARM maybe reduced for this configuration as compared to a circular magnetconfiguration.

The polarity arrangement pattern 1254 is used. The polarity arrangementpattern includes two pole sections. The two pole sections generate twolarge eddy currents 1394 and 1396. The simulations predicted thatpositive lift was generated from the guide magnets in the polarityarrangement pattern and negative lift was generated from the polemagnets. The lift predictions for the configuration as a function ofheight are shown in FIG. 85.

In FIG. 79, an eddy current pattern 1400 for the design 1290 in FIG. 69is shown. The simulation predicts design 1290 produces two eddycurrents, 1402 and 1404. The current from the two eddy currents mergenear the axis of rotation while passing under the three guide magnets inthe center. The simulations predict the positive lift is generated fromthe current passing under these guide magnets. Again, the simulationspredict a negative lift or pull being generated from the pole magnetsections.

In FIG. 80, an eddy current pattern 1410 for the design 1320 in FIG. 72is shown. The simulation predicts design 1320 produce four eddycurrents, such as 1412 and 1414. An eddy current forms around eachcluster, which circulates around the pole sections. The simulationspredict the positive lift is generated from the current passing underthe guide magnets which abut the pole section in each cluster. Again,the simulations predict a negative lift or pull being generated from thepole sections in each cluster.

In FIGS. 81 and 82, eddy current patterns 1420 and 1430 for the designs1360 and 1370 in FIGS. 75 and 76, respectively, are shown. Thesimulations predict three main eddy currents are formed for eachcluster, such as 1422, 1424 and 1426 or 1432, 1434 and 1436. The magnetsrotate counter clockwise and the lead eddy currents, 1422 and 1432, areweaker than the two eddy currents, which form under each rectangularcluster.

In each cluster, the strongest eddy currents set up under the guidemagnets. The simulations predict the positive lift is generated from thecurrent passing under the guide magnets. Again, the simulations predicta negative lift or pull being generated from the pole sections.

The two designs 1360 and 1370 use the same volume of magnets. However,as shown in FIG. 86 more lift is predicted for design 1370, which usestwo clusters, as compared to design 1360. Without being bound to aparticular theory, it is believed that the design in FIG. 82 strengthensand concentrates more current underneath the guide magnets in thecluster which generates more lift.

Next, with respect to FIGS. 83 and 84, lift predictions derived fromsimulation of the design in FIG. 63 are compared to experimentallymeasured data. Next, the lift predictions derived from simulations arecompared for the designs shown in FIGS. 64, 65, 66 and 77-82.

To obtain the experimental data, the STARM shown in FIGS. 63 and 64 iscoupled to a QSL-150 DC brushless motor from Hacker Motor (Ergolding,Germany). The motor was powered by batteries. The batteries used wereVENOM 50C 4S 5000MAH 14.8 Volt lithium polymer battery packs (Atomik RC,Rathdrum, Id.). A structure was built around the motor and batteries. Avehicle including the batteries, motor, STARM and structure weighed 18lbs. A Jeti Spin Pro Opto brushless electronic speed controller (JetiUSA, Palm Bay, Fla.) was used to control the current supplied to themotor and hence its RPM rate.

The vehicle was started in a hovering position. The height, RPM andother measurements were taken. Then, additional weight, in variousincrements, was added. The additional weight lowered the hover height ofthe test vehicle. Height measurements were made at each weightincrement. In a first test, the initial RPM rate was 3080 with the testvehicle unloaded and then decreased as weight was added. In a secondtest, the RPM rate was initially 1570 with the test vehicle unloaded.Table 1 below shows the experimentally measured data for test #1 andtest #2. The table includes the total vehicle weight including thepayload. The RPM of the motor. The amps drawn and voltage. Thesequantities were used to generate power consumption. Finally, the hoverheight of the vehicle was measured by hand. The height is shown toremain constant at a number of different height increments. The constantheight was attributed to inaccuracies in the hand measurements.

TABLE 1 Experimentally Measured Data using Design 1200 in FIG. 63 Weightincluding Payload Power Height (lbs) RPM Amps Volts (W) (in) Test #1 183080 12.1 61.6 745 1.125 27 3000 15.4 60.8 936 .9375 35.6 2915 19.5 601170 .9375 44.2 2855 22.7 59.4 1348 .875 52.8 2780 26.8 58.6 1570 .87558 2740 29.4 58.1 1708 .8667 Test #2 18 1570 10.3 49.4 509 1 27 148013.9 49.3 685 .9475 35.6 1420 17.4 49.3 858 .875 44.2 1390 20.8 49.21023 .8125 52.8 1350 24.4 49.1 1198 .75

To access the accuracy of the simulations of the STARM design in FIG.63, a constant RPM value was selected and then the distance from thebottom of the magnets to a ½ inch copper plate is varied. FIG. 83 showsa comparison of the numerical simulations with the experimental datafrom tests number one and two between a height of three quarters of aninch and one and one quarter of an inch. The numerical simulations arecurve fit with an exponential. The curve fits are represented by thedashed and solid lines.

The simulations were generated at heights of 0.25 inches, 0.5 inches,0.75 inches, 1 inch and 1.25 inches. The curve fits were extrapolated toheights of zero inches and to 1.5 inches. In FIG. 84, the experimentaldata and simulated data is shown from a height range of zero to one andone half inches.

Next with respect to FIGS. 85, 86 and 87, the designs in FIGS. 64, 65,66 and 77-82 are described. To compare designs, an average velocity ofthe bottom of the magnets relative to the top surface of the conductivesubstrate is considered. In some of the designs, this value was heldconstant. The average velocity of the magnets relative to the surfacecan be estimated as an average distance of the bottom of the magnets tothe axis of rotation times the RPM rate converted into radians.

The average velocity was calculated because at higher velocities, thelift tends to increase and the drag tends to decrease as a function ofthe velocity of the magnets relative to the surface. In FIG. 85, theaverage distance from axis of rotation to the bottom of the magnets wasabout 2.81 inches for design 1395, 1.56 inches for design 1290 and 4.25inches for design 1200.

All of the simulations were run at 3080 RPM except for design 1290,which was run at 6000 RPM. The RPM value was increased because theaverage distance was so much lower for this design and hence the averagevelocity was much lower than other designs when an RPM of 3080 wasselected. Based upon these RPM values, the average velocity of design1395 is 75.2 feet/s, the average velocity of design 1290 is 81.7 feet/sand the average velocity of design 1200 is 114.2 feet/sec.

For the designs in FIGS. 86 and 87, the average distance from the axisof rotation is 4.75 inches and the RPM value is 3080. Thus, the averagevelocity relative to the surface for the five designs is the same and is127.6 feet/s. FIGS. 86 and 87 show the same designs. However, in FIG.87, the height range and lift ranges are narrowed so that thedifferences between the designs can be discerned.

The numerical results were generated at 0.25, 0.5, 0.75, 1 and 1.25inches. Some of the numerical results were curve fit using anexponential equation. In FIG. 85, design 1290 is predicted to generatethe most lift above 0.75 inches. Below 0.25 inches, the curve fitspredict design 1200 will generate more lift. Design 1290 generates morelift at the greater height values than the other designs even with alower average velocity of the bottom of the magnets relative to thesurface as compared to the other designs.

In FIGS. 86 and 87, the predicted lift as a function of height ispresented for five designs. The curve fit with the solid line is anexponential fit of the data for design 1360 in FIG. 75 which includestwo linearly arranged clusters of magnets with ten cubic inches ofmagnets per cluster. The curve fit with the dotted line is anexponential fit of the circularly arranged magnets for design 1230 inFIG. 65.

The five designs in FIGS. 88 and 87 each use the same volume of magnetsof the same strength. The magnets are arranged such that the averagevelocity of the magnets relative to the surface is the same. The liftpredictions for the different magnet arrangements vary from arrangementto arrangement. The performance between designs varies between heights.For example, the predicted lift for design 1360 is largest of the fivedesigns at 0.25 and 0.5 inches. However, at 1 inch and 1.25 inches,designs 1320 and 1240 are predicted to generate more lift.

Next, with respect to FIGS. 88, 89 and 90, lift predictions and thrustpredictions are made as a function of tilt angle of the STARM. In FIG.88, predictions of total lift and thrust force as a function of tiltangle are shown for design 1200 shown in FIG. 63. In FIG. 89, thepredicted total lift as a function of tilt angle is shown for design1290 in FIG. 69.

In FIG. 90, the predicted thrust force as a function of tilt angle fordesign 1290 in FIG. 69 is shown. For design 1290, the thrust forcevaries as the magnet configuration rotates relative to the surface. Itoscillates between a minimum and maximum value. The maximum and minimumvalues for each tilt angle are shown in the Figure.

In FIG. 88, the tilt angle is varied between zero and seven degrees. Aone inch height above the surface of the tilt axis is simulated wherethe STARM is rotated at 3080 RPM. Thus, the distance of part of theSTARM to the surface of the substrate is greater than one and thedistance of part of the STARM is less than one. However, the averagedistance from the bottom of the STARM to the substrate is one inch. InFIGS. 89 and 90, the tilt angle is varied between zero and sevendegrees. A one inch height above the surface of the axis of rotation isagain simulated where the STARM is rotated at 6000 RPM.

In FIGS. 88 and 89, the total lift is predicted to increase with tiltangle. The effect is greater for design 1200 as compared to design 1290.In some embodiments, a STARM can be fixed at angle greater than zero totake advantage of the greater lift which is generated. At the tiltangles considered, the total lift appears to increase linearly withangle.

In FIGS. 88 and 90, the thrust force increases with tilt angle. At thetilt angles considered, the thrust force increases linearly with angle Agreater thrust force is predicted design 1200 in FIG. 88 as compared todesign 1290 in FIG. 90 even though a larger total lift is predicted for1290 as compared to design 1200. Thus, in some embodiments, design 1200might be selected for generating thrust whereas design 1290 might beselected for generating lift. As described above with respect to FIG.37, STARMs can be specialized to generate lift or thrust forces. Basedupon these simulations, some designs may be more suitable for generatinglift forces and other designs may be more suitable for generating thrustforces.

Next, with respect to FIGS. 91-105 some magnet configurations usingeight cubic inches of magnets are described. In FIG. 91, magnetconfiguration 1500 is shown. The magnet configuration includes thepolarity alignment pattern shown in magnets 1502, 1504, 1506 and 1508repeated once. It is formed from eight one inch cube magnets. The magnetconfiguration 1500 includes four pole magnets and four guide magnets.The polarity alignment pattern, which is repeated, is the same as theone shown in FIG. 63 for design 1200. Thus, variations described withrespect to FIG. 63 can be adopted. The ratio of the bottom area of themagnets to the total volume^(2/3) is two.

Simulations were generated using the magnet configuration 1500. Thesimulations were carried out over a ½ inch copper plate at 6000 RPM atvarious heights. In the following figures, eddy current patterns fromthe simulations are shown. A height of 0.25 inch above the surface isutilized.

In FIG. 92, the eddy current patterns 1510 from the simulation areshown. The polarity arrangement pattern is the same is in FIG. 91. Foureddy currents, such as 1520, are predicted. The eddy currents eachinclude a guide magnet and a pole magnet. For example, eddy current 1520includes guide magnet 1502 and pole magnet 1504. The strongest currentprimarily sets up under the guide magnets, such as 1502 and 1506.

In FIG. 93, the magnet polarity arrangement pattern is the same as inFIG. 91. The magnets are 0.5 inch high by two inches long by one inchwide. Thus, the bottom area of the magnets is sixteen. Thus, the ratioof the area of the bottom of the magnets to the total volume^(2/3) is 4.

The predicted eddy current pattern 1530 is shown in FIG. 94. Thepolarity arrangement pattern in FIGS. 93 and 94 are the same. Four eddycurrents, such as 1532, are predicted. The eddy currents with thelengthened magnets provide a clover leaf shape.

In FIG. 95, a configuration 1540 of eight cubic inch magnets is arrangedin the same configuration as FIG. 91. However, the polarity arrangementpattern is different. In 1540, an alternating North-South distributionof magnet poles is used. Thus, the ratio of the guide magnet volume tothe pole magnet volume is zero. The eddy current pattern 1550 is shownin FIG. 96. Eight eddy currents, such as 1552, are predicted, i.e., onefor each pole magnet.

In FIG. 97, a configuration 1560 of eight cubic inch magnets is arrangedsuch that a portion of each of two sides of each magnet is contact withan adjacent magnet. The polarity arrangement pattern shown in magnets1562, 1564, 1566 and 1568 provides two guide magnets 1562 and 1566 whichare aligned along a line and have a polarity direction which points tothe pole magnet 1564. This pattern is repeated once.

The eddy current pattern 1570 is shown in FIG. 98. Four eddy currents,such as 1552, are predicted. Each eddy current includes a guide magnetand a pole magnet pair.

In FIG. 99, a configuration 1580 including a four magnet array of twoinch by one inch by one inch magnets is shown. The magnet array spansthe axis of rotation 1588. The polarity arrangement pattern includespole magnets, 1582 and 1586 on each end. Between the pole magnets aguide magnets 1584 a and 1584 b are provided. The guide magnet polaritypoints from pole magnet 1586 to pole magnet 1582.

The eddy current pattern 1590 is shown in FIG. 100. Two eddy currents,such as 1592, are predicted. The two eddy currents interact with oneanother to provide strong current under the guide magnets in the centerof the array.

In FIG. 101, a configuration 1600 of four magnets is shown. The magnetsin the array are one half inch high by four inches long by one inchwide. Thus, the volume is eight cubic inches as in the previous designs.The polarity arrangement pattern is the same as in FIG. 99.

The eddy current pattern 1610 is shown in FIG. 102. Two main eddycurrents 1612 a and 1612 b are predicted. Possible secondary eddycurrents 1614 a and 1614 b, which are somewhat integrated with the maineddy currents are shown. Again, a large amount of current is generatedunder the guide magnets in the center of the configuration 1600.

In FIG. 103, a configuration 1620 a configuration of three magnetsarranged in a disk is shown. The volume of the three magnets is eightcubic inches. The center magnet 1626 is disk shaped and includes anaperture 1628. The aperture 1628 can allow a rotational member to bemounted through the center magnets. Magnets 1622 and 1624 surround thedisk 1626 to form a ring. The polarity alignment pattern assigned to thethree magnets is similar to the pattern shown in FIGS. 99 and 101.

In alternate embodiment, all of the magnets can be assigned to be aguide magnet with the polarity of magnet 1626. Then, a single diskmagnet can be employed. This polarity alignment pattern can also be usedfor design 1580 in FIG. 99 and design 1600 in FIG. 101. Using only guidemagnets, lift is predicted. However, the predicted lift is less thanwhen a combination of guide magnets and pole magnets is used.

In various embodiments, the arc length of magnets 1622 and 1624 can besmaller such that the magnets no longer form a ring. For example, thearc length of magnets 1622 and 1624 can be ninety degrees as opposed tothe one hundred eighty degrees, which is shown. In addition, the radialwidth of the magnets, 1622, 1624 and 1626, can be made larger orsmaller. In another embodiment, aperture 1628 can be made smaller,larger or removed.

In FIG. 104, the eddy current pattern 1630 predicted for the design isillustrated. Two eddy currents 1632 and 1634 are predicted. The two eddycurrents interact to generate a region of concentrated current underdisk shaped magnet 1626. The lift predicted for this design was lessthan the lift predicted for design 1580 in FIG. 99 and design 1600 inFIG. 101 for the one condition considered.

In FIG. 105, predictions of lift versus height for a) design 1560 inFIG. 97, b) design 1520 in FIG. 91, c) design 1580 in FIG. 99, d) design1540 in FIG. 95, e) design 1600 in FIG. 101 and f) design 1530 in FIG.93 are compared. The designs all use eight cubic inches of magnets. Thesimulations were carried out heights of 0.25, 0.5, 0.75, 1 and 1.25inches above a ½ inch thick copper plate at 6000 RPM.

Exponential curve fits are shown for design 1600 and design 1540. Thesetwo designs provide an upper and lower limit to the lift predictions.Design 1540 uses eight magnets arranged in a circle using only polesarranged to alternate.

Next, some alternate embodiments of magnet configurations and polarityalignment patterns are discussed with respect to FIGS. 106 to 113. InFIG. 106, a magnet configuration 1700, which is formed from octagonallyshaped magnets, such as 1710 is shown. The center of four of the magnetsis aligned around a circle 1712. The remaining four magnets are fit inthe gap between these four magnets. The magnets are placed such that twosides of each magnet contact two adjacent magnets. The polarityalignment pattern includes two guide magnets and two pole magnets. Thepattern is repeated once and is similar to the pattern previouslydescribed above.

In FIG. 107, a magnet configuration 1720, which is formed fromrectangularly shaped magnets, such as 1722 is shown. The magnets arearranged to form a square with a space in the middle. The polarityalignment pattern includes two guide magnets and two pole magnets. Thepattern is repeated once and is similar to the pattern previouslydescribed above.

In FIG. 108, a magnet configuration 1730, which is formed fromrectangularly shaped magnets, such as 1732 is shown. The magnets arearranged such that the outer perimeter is a square. In one embodiment,twenty four magnets are employed. In another embodiment, magnets 1734 a,1734 b, 1734 c and 1734 d can be removed to provide a larger spacewithin the configuration. As described above, this space may be used toaccommodate a motor. In this example, twenty magnets are used.

The polarity alignment pattern includes two guide regions and two poleregions. The pattern is repeated once and is similar to the patternpreviously described above. In a first embodiment, which includesmagnets 1734 a, 1734 b, 1734 c and 1734 d, the ratio of the guide magnetvolume to pole magnet volume is 0.5. In a second embodiment wheremagnets 1734 a, 1734 b, 1734 c and 1734 d are removed, the ratio of theguide magnet volume to pole magnet volume is ⅔.

In FIG. 109, a magnet configuration 1730, which is disk shaped, isshown. The disk can be formed from three magnets 1742, 1746 and 1748. Anaperture 1748 can be provided in the center of magnet 1742 or magnet1742 can be solid. As an example, a disk which is one inch in height hasa volume of twenty cubic inches and an aperture radius of ½ inch has anouter radius of about 2.47 inches. In various embodiments, the totalvolume, height of the disk and aperture radius can be varied.

The polarity alignment pattern includes two pole magnets 1744 and 1746and a center magnet with a single polarity in between the two polemagnets. This polarity alignment pattern has been described above withrespect to various designs. The ratio of guide magnet volume to polemagnet volume can be varied and the design 1740 is shown for thepurposes of illustration only.

In FIG. 110, magnet configuration 1750 is shown. The magnetconfiguration uses trapezoidally shaped magnets, such as 1752, which fittogether to form a ring. The magnets are enclosed in frame 1754, whichcan be a structural component of a STARM. The polarity alignment patternincludes two guide magnet regions and two pole magnet regions. Thepattern is repeated once and is similar to various previously describeddesigns.

In FIG. 111, a magnet configuration 1760 is shown. Configuration 1760 isa variation of design 1750. In particular, four additional cubic shapedmagnets, such as 1762, have been added adjacent to each of the four poleregions. These cubic shaped magnets decrease the ratio of the guidemagnet volume to the pole magnet volume.

In FIG. 112, a magnet configuration 1770 which uses triangular shapedmagnets is used. Eight triangular shaped magnets are shown. The magnetsare arranged to form a rectangular box. In one embodiment, a cubicmagnet can be used for the two triangular shaped magnets. The polarityfor each magnet is shown. The pattern includes two pole regions and twoguide regions. The pattern is repeated once.

In FIG. 113, a magnet configuration 1780 is shown. The polarityarrangement pattern is similar to the pattern in FIG. 112 exceptrectangularly shaped magnets are used. The guide magnets, such as 1784,are magnetized across the diagonal as opposed to being perpendicular tothe face of magnets as shown in previous examples.

Flight Data

In this section, flight data including performance from two vehicles ispresented. First, a description of the vehicles is presented then thetest results are shown. FIG. 114 is a bottom view of vehicle 1800. InFIG. 114, the vehicle 1800 includes four hover engines, 1804 a, 1804 b,1804 c and 1804 d. The hover engines are of equal size and use similarcomponents, i.e., similar motor, number of magnets, STARM diameter, etc.The dimensions of the vehicle 1800 are about 37.5 inches long by 4.5inches high by 18.5 inches wide. The weight of the vehicle unloaded isabout 96.2 pounds.

Each hover engine includes a STARM, such as 1825, with a motor (notshown) and engine shroud 1818 with a gap between the shroud 1818 andSTARM 1825 to allow for rotation. The STARM 1825 is connected to themotor via connectors 1822. The motor, which mount below the STARMs inthe drawing, provides the input torque which rotates the STARM. Inalternate embodiments, a single motor can be configured to drive morethan one STARM, such as 1825.

The STARMs, such as 325 are 8.5 inches in diameter. The STARMs areconfigured to receive sixteen one inch cube magnets. Thus, the totalvolume of the magnets on the vehicle is sixty four cubic inches. Thesixteen magnets on each STARM were arranged in a circular patternsimilar to what is shown in FIG. 63. The polarity arrangement pattern issimilar to what is shown in FIG. 63 except the pattern including twoguide magnets and two pole magnets is repeated one less time.

Neodymium N50 strength magnets are used. The magnets each weigh about3.6 ounces (force). Therefore, the total magnet weight for one hoverengine is about 3.6 pounds (force).

In one embodiment, the motors can be a q150 DC brushless motor fromHacker Motor (Ergolding, Germany). The motor has a nominal voltage of 50Volts and a no load current of 2 Amps. The weight is about 1995 grams.The speed constant is about 52.7/min. The RPM on eta max is about 2540.The torque on eta max is about 973.3 N-cm. The current on eta max isabout 53.76 Amps.

The hover engines each have a shroud, such as 1818. The shroud 1818partially encloses the STARM, such that a bottom of the STARM isexposed. In other embodiment, the shroud can enclose a bottom of theSTARM. A tilt mechanism 1812 is coupled to the shroud 1818 of each hoverengine. The tilt mechanism 1812 is coupled to a pivot arm 1810. Thehover engines 1804 a, 1804 b, 1804 c and 1804 d are suspended beneath asupport structure 1802. The pivot arms, such as 1810, extend through anaperture in the support structure.

The motors in each hover engine can be battery powered. In oneembodiment, sixteen battery packs are used. The batteries are VENOM 50C4S 5000MAH 14.8 Volt lithium polymer battery packs (Atomik RC, Rathdrum,Id.). Each battery weighs about 19.25 ounces. The dimensions of thebatteries are 5.71 inches by 1.77 inches by 1.46 inches. The minimumvoltage is 12 V and the maximum voltage is 16.8 V.

The sixteen batteries are wired together in four groups of fourbatteries and each coupled to motor electronic speed controllers, suchas 1806 a and 1806 b via connectors 1816 a and 1816 b to four adjacentbattery packs. The four batteries in each group are wired in series inthis example to provide up to about 60 V to the electronic speedcontrollers. Connectors 1816 c and 1816 d each connect to four batteriesand an electronic speed controller. Two electronic speed controllers arestacked behind 1806 a and 1806 b. Thus, four brushless electronic speedcontrollers, one for each motor, are used. The electronic speedcontrollers are Jeti Spin Pro 300 Opto brushless Electronic SpeedControllers (Jeti USA, Palm Bay, Fla.).

During the test, a data logger was connected to one of the motors. Thedata logger was used to record amps, voltage and RPM of the motor. Thedata logger is an elogger v4 (Eagle Tree Systems, LLC, Bellevue, Wash.).The data recorded during the test is presented below in Table 2.

For the test, the unloaded weight of vehicle #1 at the time of zeroseconds is 96.2 pounds. As described above, the vehicle includes fourhover engines. The voltage, amps and RPM are measurements from one ofthe hover engines. The height is measured from the bottom of the magnetson a STARM in one of the hover engines to the surface of the copper testtrack. The copper test track is formed from three, ⅛ inch thick, sheetsof copper.

Test Vehicle #1 (FIG. 114) Total Hover Time weight Power Voltage CurrentHeight (sec) (lbs) (Watts) (Vohs) (Amps) RPM (mm) 0 96.2 855 64.64 13.223195 24.4 19.6 184 1479 62.93 23.50 3020 19.9 33.8 273.2 2141 61.2234.97 2848 15.5 46.9 362.4 2836 59.62 47.58 2689 14.2 57.7 450.4 338158.22 58.07 2549 11.9 69.2 499.6 3665 57.42 63.82 2486 10.7 83.3 5504092 56.46 72.48 2394 11 95.5 579.6 4316 55.92 77.18 2361 8.2 103.3609.2 4418 55.60 79.47 2329 7.5 110.7 629.4 4250 55.71 76.30 2355 7.9118.7 649.7 4363 55.27 78.95 2314 7.3

In a second vehicle (not shown), a chassis was formed from plywood. Thevehicle dimensions were 46 inches by 15.5 inches by 5 inches. Thevehicle weighed seventy seven pounds unloaded. Two hover engines withSTARMs of fourteen inches in diameter were used. The hover engines weresecured in place and a mechanism, which allowed the hover engines to betilted, was not provided.

Each STARM included thirty two cubic inch magnets arranged in a circularpattern similar to what is shown in FIG. 63. The polarity arrangementpattern is similar to FIG. 63 as well. However, the polarity arrangementpattern including the two guide magnets and two pole magnets is repeatedmore times as compared to FIG. 63.

Two Hacker motors are used (one for each STARM). Hacker motors model no.QST-150-45-6-48 with a K_(V) of 48 were used to power each STARM. Eachhacker motor is coupled to one of the STARMs and an electronic speedcontroller.

For this vehicle, Jeti Spin Pro 200 Opto brushless Electronic SpeedControllers (Jeti USA, Palm Bay, Fla.) are used. The same battery typeas described above for the first test vehicle was used. However, onlyeight batteries were used for the second vehicle as compared to thefirst test vehicle. The batteries are two divided into two groups offour and wired in series to provide a nominal voltage of about 60 Voltsto each motor.

A test was conducted where the second vehicle was allowed to hover infree flight unloaded and then plate weights were added to the vehicle.The plates were weighed before the test began. The vehicle was operatedover three-⅛ inch thick pieces of copper.

The current, voltage and RPM, for one of the motors, was measured inflight using the Eagle system data logger. The distance of the bottom ofthe magnets to the copper, referred to as the hover height, was measuredby hand. Test results for the flight are shown in Table 3 as follows.

TABLE 3 Flight test data for vehicle #2 Test Vehicle #2 Total Hover Timeweight Power Voltage Current Height (sec) (lbs) (Watts) (Volts) (Amps)RPM (mm) 0 77 1853 61.3 30.2 2942 26.9 10 165 3333 58.8 56.7 2820 22.317.1 254 4700 56 84 2686 18.3 23.1 343 5944 52.6 113 2525 14.6

Embodiments of the present invention further relate to computer readablemedia that include executable program instructions for controlling amagnetic lift system. The media and program instructions may be thosespecially designed and constructed for the purposes of the presentinvention, or any kind well known and available to those having skill inthe computer software arts. When executed by a processor, these programinstructions are suitable to implement any of the methods andtechniques, and components thereof; described above. Examples ofcomputer-readable media include, but are not limited to, magnetic mediasuch as hard disks, semiconductor memory, optical media such as CD-ROMdisks; magneto-optical media such as optical disks; and hardware devicesthat are specially configured to store program instructions, such asread-only memory devices (ROM), flash memory devices, EEPROMs, EPROMs,etc. and random access memory (RAM). Examples of program instructionsinclude both machine code, such as produced by a compiler, and filescontaining higher-level code that may be executed by the computer usingan interpreter.

The foregoing description, for purposes of explanation, used specificnomenclature to provide a thorough understanding of the invention.However, it will be apparent to one skilled in the art that the specificdetails are not required in order to practice the invention. Thus, theforegoing descriptions of specific embodiments of the present inventionare presented for purposes of illustration and description. They are notintended to be exhaustive or to limit the invention to the precise formsdisclosed. It will be apparent to one of ordinary skill in the art thatmany modifications and variations are possible in view of the aboveteachings.

While the embodiments have been described in terms of several particularembodiments, there are alterations, permutations, and equivalents, whichfall within the scope of these general concepts. It should also be notedthat there are many alternative ways of implementing the methods andapparatuses of the present embodiments. It is therefore intended thatthe following appended claims be interpreted as including all suchalterations, permutations, and equivalents as fall within the truespirit and scope of the described embodiments.

What is claimed is:
 1. A vehicle comprising: a first hover engine, asecond hover engine, a third hover engine and a fourth hover engine,each of the first, the second, the third and the fourth hover engineshaving, an electric motor including a winding, a first set of permanentmagnets and a first structure which holds the first permanent magnetswherein an electric current is applied to the winding to cause one ofthe winding or the first set of permanent magnets to rotate; a secondstructure, configured to receive a rotational torque from the electricmotor to rotate the second structure, the second structure holding asecond set of permanent magnets wherein the second set of permanentmagnets are rotated to induce eddy currents in a substrate such that theinduced eddy currents and the second set of permanent magnets interactto generate forces which cause the vehicle to hover above and/ortranslate from location to location along the substrate; one or morespeed controllers coupled to the first hover engine, the second hoverengine, the third hover engine and the fourth hover engine; a chassis; afirst actuator coupled to the chassis and the first hover engine whereinthe first hover engine is rotatable relative to the chassis, the firstactuator including a first controller configured to receive firstcommands from a guidance, navigation and control (GNC) system and inresponse to the first commands generate a first force which causes thefirst hover engine to rotate relative to the chassis; a second actuatorcoupled to the chassis and the second hover engine wherein the secondhover engine is rotatable relative to the chassis, the second actuatorincluding a second controller configured to receive second commands fromthe GNC system and in response to the second commands generate a secondforce which causes the second hover engine to rotate relative to thechassis; a third actuator coupled to the chassis and the third hoverengine wherein the third hover engine is rotatable relative to thechassis, the third actuator including a third controller configured toreceive third commands from the GNC system and in response to the thirdcommands generate a third force which causes the third hover engine torotate relative to the chassis; a fourth actuator coupled to the chassisand the fourth hover engine wherein the fourth hover engine is rotatablerelative to the chassis, the fourth actuator including a fourthcontroller configured to receive fourth commands from the GNC system andin response to the fourth commands generate a fourth force which causesthe fourth hover engine to rotate relative to the chassis; wherein thefirst, the second, the third and the fourth hover engines are eachindependently rotatable relative to the chassis and one another; the GNCsystem communicatively coupled to the first controller, the secondcontroller, the third controller and fourth controller and an inertialmeasurement unit (IMU), the GNC system configured to receive sensor datafrom the IMU, generate a guidance solution which includes an orientationand velocity of the vehicle as a function of time, generate controlcommands to send to the first, second, third and fourth actuators toimplement the guidance solution; and an on-board electric power sourcethat supplies the electric current to the first hover engine, the secondhover engine, the third hover engine and the fourth hover engine and thefirst actuator, the second actuator, the third actuator and the fourthactuator.
 2. The vehicle of claim 1, wherein the on-board electric powersource are one or more batteries.
 3. The vehicle of claim 1, furthercomprising one or more speed controllers, electrically disposed betweenthe on-board electric power source and the first, the second, the thirdand the fourth hover engines, configured to control the electric currentreceived by the motors to control a rotation rate of the motors.
 4. Thevehicle of claim 3, wherein the GNC system is communicatively coupled tothe one or more speed controllers and configured to communicate with theone or more speed controllers to control a rotation rate of each of themotors.
 5. The vehicle of claim 1, further comprising four electronicspeed controllers, each electrically disposed between one of the hoverengines and the on-board electric power source, each electronic speedcontroller configured to control the electric current received by one ofthe motors to control a rotation rate of the one of the motors.
 6. Thevehicle of claim 1, wherein the guidance solution further includes ahover height as a function of time and wherein the GNC system is furtherconfigured to control one or more of a tilt position of each of the fourhover engines or a lift output of each of the four hover engines tocontrol the hover height as the function of time.
 7. The vehicle ofclaim 1, wherein the guidance solution further includes an accelerationrate as a function of time and wherein the GNC system is furtherconfigured to control one or more of a tilt position of each of the fourhover engines to generate the acceleration rate as the function of time.8. The vehicle of claim 1, wherein the GNC system is further configuredto control the first, second, third and fourth actuators to rotate thevehicle in place while the vehicle remains in approximately over a firstposition on the substrate.
 9. The vehicle of claim 1, wherein, while thevehicle is hovering in a stationary position, the GNC system is furtherconfigured to control the first, second, third and fourth actuators, tomove the vehicle in a first linear direction and then to move thevehicle in a second linear direction perpendicular to the first lineardirection without rotating the vehicle to move in the second lineardirection.
 10. The vehicle of claim 1, wherein the GNC system isconfigured to communicate, via a wired or wireless communicationinterface, with a mobile control unit.
 11. The vehicle of claim 10,wherein the GNC system is configured to receive a directional inputcommand from the mobile control unit and in response generate controlcommands for each of the first, second, third and fourth actuators toimplement to the direction input command.
 12. The vehicle of claim 1,wherein the first hover engine is configured to tilt around a firstrotation axis relative to the chassis, wherein the second hover engineis configured to tilt around a second rotation axis relative to thechassis, wherein the third hover engine is configured to tilt around athird rotation axis relative to the chassis and wherein the fourth hoverengine is configured to rotate about a fourth rotation axis relative tothe chassis.
 13. The vehicle of claim 12, wherein the first rotationaxis is orientated at an angle of ninety degrees relative to the secondrotation axis, the first rotation axis is orientated at an angle ofninety degrees relative to the third rotation axis, wherein the firstrotation axis is parallel to the fourth rotation axis and wherein thesecond rotation axis is parallel to the third rotation axis.
 14. Thevehicle of claim 12, wherein the first rotation axis is orientated at anangle relative to the second rotation axis, the first rotation axis isorientated at one hundred eighty degrees minus the angle relative to thethird rotation axis, wherein the first rotation axis is parallel to thefourth rotation axis and wherein the second rotation axis is parallel tothe third rotation axis.
 15. The vehicle of claim 12, wherein one ormore of the first hover engine is configured to rotate through at leastan angle range of twenty degrees about the first rotation axis, thesecond hover engine is configured to rotate through at least an anglerange of twenty degrees about the second rotation axis, the third hoverengine is configured to rotate through at least an angle range of twentydegrees about the third rotation axis or the fourth hover engine isconfigured to rotate through at least an angle range of twenty degreesabout the fourth rotation axis.
 16. The vehicle of claim 1, wherein asingle magnet configuration of the second set of permanent magnetsincluding a volume of magnets and a polarity arrangement pattern is usedon each of the first, second, third and fourth hover engines.
 17. Thevehicle of claim 1, wherein a first magnet configuration of the secondset of permanent magnets including a first volume of magnets and a firstpolarity arrangement pattern is used on the first hover engine and asecond magnet configuration of the second set of permanent magnetsincluding a second volume of magnets and second polarity arrangementpattern is used on the second hover engine.
 18. The vehicle of claim 1,further comprising a fifth hover engine and a fifth actuator coupled tothe chassis and configured to rotate the fifth hover engine relative tothe chassis.
 19. The vehicle of claim 1, further comprising a fifthhover engine secured in a fixed orientation relative to the chassis. 20.The vehicle of claim 19, wherein the fifth hover engine is configured tooutput more lift than either of the first hover engine, the second hoverengine, the third hover engine or the fourth hover engine.
 21. Thevehicle of claim 1, further comprising a fifth actuator, the fifthactuator configured to rotate the first hover engine and the firstactuator relative to the chassis.
 22. The vehicle of claim 1, whereinthe substrate is inclined.
 23. The vehicle of claim 22, wherein the GNCsystem is configured to control the first, second, third and fourthactuators to hover the vehicle in a stationary position on the inclinedsubstrate.
 24. The vehicle of claim 1, wherein the IMU includesaccelerometers and is configured to send acceleration data in the sensordata to the GNC system.
 25. The vehicle of claim 1, wherein the IMUincludes gyroscopes and is configured to send rotation data from thegyroscopes in the sensor data to the GNC system.
 26. The vehicle ofclaim 1, wherein the guidance solution further includes an angleorientation of the vehicle as a function of time and wherein the GNCsystem is further configured to control one or more of a tilt positionof each of the four hover engines or a lift output of each of the fourhover engines to control the angle orientation of the vehicle as thefunction of time.
 27. The vehicle of claim 1, wherein GNC system isfurther configured to control the first, second, third and fourthactuators to rotate and translate the vehicle simultaneously along thesubstrate.